EP1218237A1 - Dispositif d'aide au redressement et a la stabilisation de bateaux ou de navires - Google Patents
Dispositif d'aide au redressement et a la stabilisation de bateaux ou de naviresInfo
- Publication number
- EP1218237A1 EP1218237A1 EP00967966A EP00967966A EP1218237A1 EP 1218237 A1 EP1218237 A1 EP 1218237A1 EP 00967966 A EP00967966 A EP 00967966A EP 00967966 A EP00967966 A EP 00967966A EP 1218237 A1 EP1218237 A1 EP 1218237A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ship
- boat
- angle
- inflation
- envelope
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
- B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
- B63B43/12—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using inboard air containers or inboard floating members
Definitions
- the present invention relates to a device for assisting the recovery and stabilization of floating machines on the point of capsizing or capsized.
- It relates more particularly to a device for assisting the recovery and stabilization of boats or ships of the type comprising, disposed above the waterline, at least one inflatable envelope whose inflation, by suitable inflation means, is triggered by a control unit UC coupled to means UM for detecting the band of the boat or of the ship.
- a device of the aforementioned type is described in particular in international PCT application WO / 90.08691.
- inflatable envelopes are arranged at the periphery of the ship.
- this device does not constitute a device for assisting in the recovery of the vehicle but on the contrary a device for assisting in the buoyancy of the capsized vessel or not due in particular to the lack of selectivity of the inflation of the port and starboard envelopes and manual inflation of these envelopes in the equilibrium position of the air cushion vehicle.
- FIG. 1 Another recovery aid device is described in GB patent 2,182,289.
- This device applies more particularly to multihulls.
- An inflatable envelope is generally provided at the top of the mast.
- Inflatable envelopes can optionally be provided on the port and starboard side. The inflation of these envelopes takes place automatically as soon as the heeling angle is close to 90 °. The objective is to avoid at all costs submerging the mast and completely overturning the sailboat. Consequently, all the envelopes are inflated before reaching a heeling angle equal to 90 °. Therefore the righting of the sailboat, if it takes place, will always be carried out in a direction opposite to the direction of capsizing of the sailboat. Furthermore, such a device does not describe the order of inflation of the envelopes fitted to the ship. Finally, such a device turns out to be inoperative when the sailboat is turned over and the recovery failed despite inflation of the envelopes.
- An object of the present invention is to provide a device for assisting the recovery and stabilization of boats or ships which ensures, with a high reliability rate, the recovery of the ship and makes it possible to compensate, after recovery, the lost buoyancy. of the ship following a problem of hull flooding by water.
- Another object of the invention is to propose a device capable of acting, including in the returned state of the ship or of the boat, taking advantage of this state to help recovery.
- the subject of the invention is a device for assisting the recovery and stabilization of boats or ships of the type comprising, disposed above the waterline, at least one inflatable envelope, the inflation of which by suitable inflation means, is triggered by a control unit coupled to means for detecting the band of the boat or of the ship, characterized in that the device comprises at least three inflatable envelopes positioned respectively, to port, to starboard, and on and / or above the ship's outer deck or roof, the control unit triggering, at or beyond the first predetermined heel angle values, the selective inflation of the port envelope or of the starboard envelope to impart a heeling angle to the vessel allowing the natural setting of the righting moment of the boat in order to 'a righting of the boat or vessel on the side along which it capsized and, at or beyond second predetermined heeling angle values greater, in absolute value, than said first heeling angle values, the inflation of the bridge envelope, said second heel angle values being between a minimum value corresponding to the value taken by the heel angle on the stability curve when the latter is canceled
- the port or starboard envelopes Thanks to the selective inflation of the port or starboard envelope and the presence of an additional inflatable envelope, the inflation of which is not controlled until the vessel has turned over when the recovery by means of the port or starboard envelopes has failed , the recovery of the ship is ensured in substantially all cases of capsize and the stabilization of the ship after recovery is increased.
- the port or starboard envelopes therefore designed to operate in a conventional manner, that is to say to help the recovery of the ship or boat following a movement whose direction is opposite to the direction of capsizing of the ship .
- the purpose of these envelopes is therefore to prevent the vessel or boat from overturning.
- the third envelope located on and / or above the deck of the ship with the function of prolonging the capsizing movement which could not be interrupted by the port or starboard envelope with a view to causing the boat or vessel to turn up by having this last one full turn on itself.
- the straightening therefore takes place in this case in a direction identical to that of the capsizing.
- Such a characteristic is obtained by virtue of the fact that the inflation of the third envelope is triggered so that the third envelope is fully inflated when the boat or vessel reaches a heeling angle corresponding substantially to an equilibrium position at 1 'underside of the boat or vessel with an inflated port or starboard envelope on the edge of the side on which the vessel or boat capsized.
- the invention also relates to a boat or a vessel equipped with such a device.
- FIG. 1 represents a schematic sectional view of a ship equipped with a device according to the invention
- FIG. 2 represents the values of the angles ⁇ , ⁇ and ⁇ with respect to the stability curve
- Figures 3 to 8 schematically show the different phases of inflation of the envelopes for a righting of the boat or ship.
- the device for assisting the recovery and stabilization of boats or ships which is the subject of the invention, comprises UM means for detecting the strip of the boat or of the ship, a control and command unit UC coupled to said detection means UM, one or more power units UP and at least three inflatable envelopes 1, 2, 3 or three belts of inflatable envelopes distributed over the periphery and on top of the ship.
- the means UM for detecting the band of the boat or of the ship also called a unit for measuring the movements of the ship, detect the movements of the ship and transmit this information to the control unit UC.
- the control unit UC triggers, as a function of the signals received from the measurement unit UM and via the power units UP, the ordered inflation of the inflatable envelopes constituting buoys.
- the action of the buoys has the effect of straightening the ship and then stabilizing it.
- the UP power units are integrated into the air bags or are placed at a distance from them.
- the control and command unit UC which receives the signals coming from the measurement unit UM, has an input interface for information coming from the measurement unit UM, a user interface for programming the values of the angles ⁇ , ⁇ , ⁇ which will be described below and an output interface for the control intended for inflation units or power units.
- the programming of the control and command unit is adapted to each vessel.
- the first two angle values, called + ⁇ and - ⁇ , are close to the dynamic stability limit angle in the case of the most unfavorable loading of the ship or boat.
- This dynamic stability angle corresponds in a way to the angle where the ship, subject to both a strong wind and a swell across, risks capsizing.
- This angle ⁇ is represented in FIG. 2.
- the value of the angle ⁇ is close to the angle of dynamic stability. In normal navigation, if the list remains between the values - ⁇ and + ⁇ , the unit of measurement UM is content to report the value of the angle.
- the second angle values represented by - ⁇ and + ⁇ represent the maximum point on the stability curve, that is to say the heeling angle, where the ship subjected to a constant tilting torque will capsize.
- the value of the angle ⁇ coincides with the value of the angle of heel corresponding to the immersion of the lateral buoy (s). In general, the value of the angle ⁇ will lie in absolute value between the angle of dynamic stability limit and approximately 100 °.
- the angular values - ⁇ and + ⁇ are chosen to be between a minimum value corresponding to the value taken by the angle of heel on the stability curve when this curve is canceled and reversed and a maximum value corresponding to a equilibrium position upside down of the boat or vessel with an inflated port or starboard envelope on the edge of the side on which the boat or vessel capsizes.
- the value of the angle ⁇ is included in absolute value in the range [100 ° - 230 °] preferably [110 ° - 180 °].
- angular values mentioned above are indicated in the form of an angular range. Indeed, these values are chosen taking into account the volume of the envelope, the inflation time, the final objective being moreover well defined. Thus, for the values - ⁇ , + ⁇ , these are chosen such that they trigger the complete inflation of a predetermined envelope before the boat or vessel has reached its equilibrium position upside down with a swollen envelope on the side along which it capsized.
- the operation of the control unit UC is as follows. When the vessel reaches a heeling angle - ⁇ or + ⁇ , the control unit UC triggers the selective inflation of the port 1 envelope or the starboard envelope 2.
- the control unit UC triggers the inflation of the envelope or inflatable envelope belt which is on the side where the vessel capsizes as illustrated in FIG. 3.
- the control unit UC triggers the inflation of the 'envelope 3 of deck 4. This triggering therefore takes place only when the ship has not started its recovery after inflation of the port 1 or starboard envelope 2.
- This inflation of the envelope 3 has the function of causing a righting the boat or ship on the side opposite the side along which the ship or boat capsized as 1 'illustrate Figures 4 to 8 so as to cause a complete rotation on a revolution of the ship.
- the inflation of the envelope 3 therefore makes it possible to accelerate the capsizing movement and to extend it by a straightening movement of the ship along the side opposite to the side along which the ship has capsized.
- the control unit UC is furthermore arranged to trigger, after capsizing, beyond the second heel angle value [- ⁇ , + ⁇ ] the automatic inflation of
- This UC control unit is also arranged to trigger, after capsizing below the second heeling angle value [- ⁇ , + ⁇ ], the automatic inflation of the port or starboard envelope, positioned on the edge of the ship opposite the edge where the vessel capsized, an inflation control signal being emitted when the vessel has returned, after capsizing, to an angle of heel corresponding to an equilibrium position.
- This inflation of the port 1 or starboard 2 envelope ensures the stabilization of the ship and enhances the buoyancy of the ship or boat.
- the control unit UC is further arranged to trigger, within ranges of heel angle values [- ⁇ , - ⁇ ] or [+ ⁇ , + ⁇ ] comprised between the heel angle - ⁇ or + ⁇ corresponding to the dynamic stability limit angle of the ship and the first list angle value - ⁇ or + ⁇ triggering the inflation of the port envelope 1 or the starboard envelope 2, the emission of a audible and / or visual signal.
- heel angle values [- ⁇ , - ⁇ ] or [+ ⁇ , + ⁇ ] comprised between the heel angle - ⁇ or + ⁇ corresponding to the dynamic stability limit angle of the ship and the first list angle value - ⁇ or + ⁇ triggering the inflation of the port envelope 1 or the starboard envelope 2, the emission of a audible and / or visual signal.
- the captain can then decide to take measures to bring the ship back to its initial equilibrium position, in particular by changing course, modifying the sail area, transferring fuel, drying in the event of water invasion, etc.
- the control and command unit UC triggers the signal for inflating the inflatable envelope or inflatable envelope belt on port or starboard respectively.
- the control and command unit plays no role.
- the unit of measurement then serves as an indicator of the angular value of the heel.
- the UP power units are suitable devices for inflating the inflatable envelopes. These devices are intended for inflating the envelopes to a pressure of approximately 0.5 bar.
- inflation can be achieved, for example, using gases generated by pyrotechnics. Depending on the charges required and the regulations, these charges may be replaced by compressed gas cylinders. Other inflation devices can also be envisaged.
- the inflatable envelopes can be made from a textile support coated with nitrile synthetic rubber vulcanized hot under vacuum. These envelopes have a valve for inflating them.
- the number and position of the envelopes depend on the characteristics of the vessel, its stability in intact condition and after damage. In all cases, at least three inflatable envelopes or inflatable envelope belts are provided.
- the envelopes can be integrated into the hull of the ship and protected by a casing which will disappear during inflation, as has already been described in the literature. They can also be attached to the hull of the ship.
- These inflatable port 1 and starboard 2 envelopes can still be housed in the hull tusks of the ship or boat.
- the volume of the inflatable envelopes 1, 2, 3 is chosen so that one third of the total volume of the inflatable envelopes 1, 2, 3 is at least equal to the volume necessary for flotation at the place or at the back of the boat or vessel.
- the pairs of threshold angular values - ⁇ , + ⁇ , - ⁇ , + ⁇ and - ⁇ , + ⁇ can be chosen values, for each couple, identical in absolute value but of opposite sign or, on the contrary , different in absolute values taking into account the characteristics of the vessel, the threshold value - ⁇ or respectively - ⁇ or respectively - ⁇ not corresponding in this case to the absolute value + ⁇ or respectively + ⁇ or respectively + ⁇ .
- Such a righting aid device therefore has characteristics going against existing devices due to the ability of this device to cause a complete reversal of the ship or boat when a complete capsizing appears to be irreversible.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Toys (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
- Radar Systems Or Details Thereof (AREA)
- Burglar Alarm Systems (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Flanged Joints, Insulating Joints, And Other Joints (AREA)
- Laminated Bodies (AREA)
- Agricultural Chemicals And Associated Chemicals (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Drying Of Solid Materials (AREA)
- Measuring Fluid Pressure (AREA)
- Cultivation Of Seaweed (AREA)
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9912569A FR2799431B1 (fr) | 1999-10-08 | 1999-10-08 | Dispositif d'aide au redressement et a la stabilisation de bateaux ou de navires et bateau ou navire equipe d'un tel dispositif |
FR9912569 | 1999-10-08 | ||
PCT/FR2000/002781 WO2001026958A1 (fr) | 1999-10-08 | 2000-10-06 | Dispositif d'aide au redressement et a la stabilisation de bateaux ou de navires |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1218237A1 true EP1218237A1 (fr) | 2002-07-03 |
EP1218237B1 EP1218237B1 (fr) | 2003-12-17 |
Family
ID=9550713
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00967966A Expired - Lifetime EP1218237B1 (fr) | 1999-10-08 | 2000-10-06 | Dispositif d'aide au redressement et a la stabilisation de bateaux ou de navires |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1218237B1 (fr) |
AT (1) | ATE256589T1 (fr) |
AU (1) | AU7795000A (fr) |
DE (1) | DE60007340D1 (fr) |
FR (1) | FR2799431B1 (fr) |
NO (1) | NO20021572L (fr) |
WO (1) | WO2001026958A1 (fr) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6612256B1 (en) * | 2002-02-15 | 2003-09-02 | Calford S. Martin | Combination boat and distressed boat flotation apparatus and related methods |
ITRM20090158A1 (it) * | 2009-04-03 | 2010-10-04 | Ugo Bortolin | Moduli pneumatici, pannelli pneumatici a struttura modulare, camere d'aria a struttura modulare, in pvc, vetroresina o acciaio, a tenuta stagna, rigidi e semirigidi |
ITMI20110421A1 (it) * | 2011-03-16 | 2012-09-17 | Castoldi S P A | Dispositivo di auto-raddrizzamento, per imbarcazioni di salvataggio |
JPWO2014033949A1 (ja) * | 2012-09-03 | 2016-08-08 | 甲 佐々木 | エアボートの姿勢復元装置 |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1259218B (de) | 1966-04-05 | 1968-01-18 | Kuno Schmutnig Steuben | Vorrichtung zum Verhueten des Durchkenterns von Segelbooten |
FR2175832B1 (fr) * | 1972-03-10 | 1975-10-31 | British Hovercraft Corp Ltd | |
GB8525293D0 (en) * | 1985-10-14 | 1985-11-20 | Forbes C T R | Automatic flotation system |
CA1289819C (fr) * | 1987-02-10 | 1991-10-01 | Wayne B. Wenstob | Bateau monocoque autoredresseur |
GB2208628A (en) * | 1987-08-11 | 1989-04-12 | Hoyle Marine Limited | Self-righting boat |
GB8901989D0 (en) | 1989-01-30 | 1989-03-22 | Seabass Gb Ltd | Buoyancy and stability apparatus |
AU638016B2 (en) * | 1989-05-11 | 1993-06-17 | 824328 Ontario Limited | Emergency floatation device for watercraft |
US5056453A (en) * | 1990-02-14 | 1991-10-15 | Derek Wright | Apparatus for self-righting a rigid inflatable boat |
GB9324712D0 (en) * | 1993-12-02 | 1994-01-19 | Cook Julian E | Control of pneumatic devices |
FR2725952A1 (fr) * | 1994-10-21 | 1996-04-26 | Philippot Olivier | Volumes de flottabilite pour voiliers |
FR2762285B1 (fr) * | 1997-04-17 | 1999-06-25 | Rene Montoro | Dispositif anti-naufrage par effet de flotteurs et de ballons gonflables ou a expansion |
-
1999
- 1999-10-08 FR FR9912569A patent/FR2799431B1/fr not_active Expired - Fee Related
-
2000
- 2000-10-06 AU AU77950/00A patent/AU7795000A/en not_active Abandoned
- 2000-10-06 AT AT00967966T patent/ATE256589T1/de not_active IP Right Cessation
- 2000-10-06 WO PCT/FR2000/002781 patent/WO2001026958A1/fr active IP Right Grant
- 2000-10-06 DE DE60007340T patent/DE60007340D1/de not_active Expired - Lifetime
- 2000-10-06 EP EP00967966A patent/EP1218237B1/fr not_active Expired - Lifetime
-
2002
- 2002-04-03 NO NO20021572A patent/NO20021572L/no not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO0126958A1 * |
Also Published As
Publication number | Publication date |
---|---|
AU7795000A (en) | 2001-04-23 |
EP1218237B1 (fr) | 2003-12-17 |
DE60007340D1 (de) | 2004-01-29 |
FR2799431A1 (fr) | 2001-04-13 |
FR2799431B1 (fr) | 2001-11-02 |
ATE256589T1 (de) | 2004-01-15 |
NO20021572D0 (no) | 2002-04-03 |
NO20021572L (no) | 2002-06-04 |
WO2001026958A1 (fr) | 2001-04-19 |
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