EP1218237B1 - Device for aiding the balancing and stabilising of boats or ships - Google Patents

Abstract

The invention relates to a device for aiding the balancing and stabilising of boats. The device is characterised in that it comprises at least three inflatable bags (1, 2, 3) positioned portside, starboard and on and/or above the casing (4) of the vessel respectively and a control unit (UC) which triggers the selective inflation of the portside bag (1) or the starboard bag (2) when the list angle exceeds the first pre-determined list angle values [- beta , + beta ] or the inflation of the casing bag (3) when the list angle exceeds the second predetermined list angle values (- delta , + delta ), which have a higher absolute value than the first list angle values [- beta , + beta ].

Description

The present invention relates to a device for assisting with recovery and stabilization of floating devices on the point of capsizing or capsized.

It relates more particularly to a device for assisting with straightening and stabilization of boats or ships of the type comprising, arranged above the line of flotation, at least one inflatable envelope, the inflation, by suitable inflation means, is triggered by a UC control unit coupled to UM means for detecting the band of the boat or ship.

A device of the aforementioned type is notably described in the PCT international application WO / 90.08691. In the case of this device, inflatable envelopes are arranged at the periphery of the ship.

We also know assistance devices to straightening and stabilization of boats or ships in which the inflatable envelope is arranged at the top of the mast of the boat as described for example the request for German Patent No 1,259,218 or above a vehicle to air cushion as described for example the request FR 2175832. In this French document, there are two types flotation devices. The first are intended for enhance the buoyancy of the air cushion vehicle and are therefore inflated preventively as soon as the conditions atmospheric are bad. The second swell automatically as soon as the vehicle exceeds an angle of predetermined roll or pitch. These second devices keep the vehicle air-cushioned returned to a returned position in which the windows on one side of the vehicle are above from the surface of the water. As a result, this device does not constitute an aid to recovery of the vehicle but on the contrary a device buoyancy aid for the capsized or non-capsized vessel in particular the lack of selectivity of the inflation of port and starboard envelopes and manual inflation of these envelopes in the cushioned vehicle equilibrium position air.

Another relief aid is described in GB patent 2,182,289. This device applies more particularly multihulls. An inflatable envelope is generally provided at the top of the mast. Envelopes inflatable can optionally be provided on the port side and starboard. The inflation of these envelopes takes place automatically as soon as the deposit angle is close to 90 °. The objective is to avoid immersion of the mast at all costs and a complete reversal of the sailboat. Consequently, all the envelopes are inflated before reaching an angle of deposit equal to 90 °. Therefore the righting of the sailboat, if it takes place, it will always take place in a direction opposite to the direction of capsizing of the sailboat. Furthermore, such device does not describe the inflation order of the envelopes equipping the ship. Finally, such a device turns out inoperative when the sailboat is returned and the recovery failed despite inflation of the envelopes.

Another aid for the recovery of ships or boats is described in patent FR A 2762.285. This device has internal inflatable elements and external to the structure. There is no preselection automatic inflation order of the elements of flotation according to the angle of heel taken by the ship as illustrated in the patent figures.

In conclusion, the major drawback of these devices is not to automatically provide a righting and stabilization of the ship in all conditions including the returned condition of the ship.

An object of the present invention is to provide a aid for recovery and stabilization of boats or ships which ensures with a reliability rate high, the righting of the ship and compensates, after righting, the lost buoyancy of the vessel continued a problem of the hull being flooded by water.

Another object of the invention is to propose a device likely to act including the returned condition of the ship or of the boat taking advantage of this state to help the recovery.

To this end, the subject of the invention is a device: according to claim 1.

Thanks to the selective inflation of the port envelope or the starboard envelope and the presence of an envelope additional inflatable whose inflation is not controlled only after the vessel has overturned when the recovery at port or starboard envelopes failed, the righting of the ship is ensured in substantially all capsizing and stabilization of the vessel after turnaround is increased. Indeed, due to the device design, port or starboard covers therefore designed to operate in a conventional manner, it is say assist in 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 overturning of the ship or boat. If this maneuver fails and the boat or vessel has returned, the third envelope located on and / or above the deck of the ship to function of prolonging the capsizing movement which could not be interrupted by the port or starboard envelope in to cause a righting of the boat or vessel in making the latter perform a full turn on himself. The recovery therefore takes place in this case following a direction identical to that of the capsizing. Such a characteristic is obtained thanks to the fact that the inflation of the third envelope takes place so that the third envelope is entirely inflated when the boat or vessel reaches an angle of deposit corresponding substantially to an equilibrium position upside down of the boat or vessel with a port envelope or starboard inflated on the edge of the side on which the vessel or boat capsized.

The invention also relates to a boat or a ship. equipped with such a device.

la figure 1 représente une vue schématique en coupe d'un navire équipé d'un dispositif conforme à l'invention,

la figure 2 représente les valeurs des angles α, β et δ par rapport à la courbe de stabilité et

les figures 3 à 8 représentent de manière schématique les différentes phases de gonflage des enveloppes en vue d'un redressement du bateau ou navire.

The invention will be clearly understood on reading the following description of exemplary embodiments, with reference to the appended drawings in which:

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 α, β and δ with respect to the stability curve and

Figures 3 to 8 show schematically the different phases of inflation of the envelopes for a recovery of the boat or ship.

In general, the recovery assistance system and stabilization of boats or ships, object of the invention comprises means UM for detecting the band of the boat or ship, a unit of control and UC control coupled to said detection means UM, one or more several UP power units and at least three inflatable envelopes 1, 2, 3 or three belts inflatable envelopes distributed on the periphery and on the top of the ship.

UM means for detecting the band of the boat or ship, also called unit of measure of the movements of the ship, detect ship movements and transmit this information to the control unit UC. The unit of CPU control triggers, depending on the signals received from the UM measurement unit and via the power UP, the ordered inflation of the airbags constituting buoys. The action of the buoys has the effect of righting the ship and then stabilizing it. Depending the type of vessel and therefore the inflation system allowed, the UP power units are integrated into the enclosures inflatable or are placed at a distance from them.

The UC control and command unit, which receives the signals from the UM measurement unit, has a input interface for information from the unit UM measurement, a user interface for programming of the values of the angles α, β, δ which will be described below and an output interface for the control intended for inflation units or power. Programming of the control unit and control is adapted to each vessel. The two first angle values, called + α and -α, are close to the angle dynamic stability limit in the case of loading the more unfavorable of the ship or boat. This angle of dynamic stability sort of corresponds to the angle where the ship, subjected to both a strong wind and the swells crooked, risk of capsizing. This angle α is shown in Figure 2. In general, the value of the angle α is close to the dynamic stability angle.

In normal navigation, if the gite remains between the values -α and + α, the unit of measurement UM is content with report the value of the angle.

The second angle values represented by -β and + β represent the maximum point on the stability curve, that is to say the angle of heel, where the ship subjected to a constant tilting torque, will capsize. The value of the angle β coincides with the value of the angle of heel corresponding to the immersion of the side buoy (s). In general, the value of the angle β will be in value absolute between the dynamic stability limit angle and 100 ° approximately.

Finally, the angular values -δ and + δ are chosen 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 value maximum corresponding to an equilibrium position at the back of the boat or vessel with a port envelope or starboard inflated on the edge of the side on which the boat or capsize ship. Generally, the value of the angle δ is in absolute value in the range [100 ° - 230 °] of preferably [110 ° - 180 °].

Note that all the angular values mentioned above are indicated as a range angular. Indeed, these values are chosen by taking account of the volume of the envelope, the inflation time, the final objective being otherwise well defined. So, for the values -δ, + δ, these are chosen such that so that they trigger the complete inflation of a predetermined envelope before the boat or vessel has reaches its equilibrium position upside down with a envelope swollen on the side along which it capsized.

The operation of the control unit UC is as follows. When the vessel reaches a tilt angle -β or + β, the control unit UC triggers the selective inflation of the port 1 or starboard 2 envelope. in the example shown, for a value of the angle of heel beyond -β, we will trigger the port envelope 1 and for a value of the deposit angle exceeding the value + β, we will trigger the starboard envelope 2. In other words, the control unit UC triggers the inflation of the envelope or inflatable envelope belt on the side where the vessel capsizes as shown in Figure 3.

Beyond second heel angle values -δ, + δ predetermined, respectively higher, in value absolute, to said first deposit angle values -β or + β, the control unit UC triggers the inflation of the envelope 3 of deck 4. This triggering therefore does not take place only when the ship has not started to recover after inflation of the port 1 or starboard 2 envelope. of the envelope 3 has the function of causing a righting of the boat or vessel on the side opposite the side along which the ship or boat capsized as illustrate it in figures 4 to 8 so as to cause a complete rotation over one turn of the ship. The inflation of the envelope 3 therefore makes it possible to accelerate the movement of capsize and extend it with a movement of righting the ship along the side opposite the side the along which the vessel capsized.

The control unit UC is further arranged for trigger, after capsizing, beyond the second value angle of pitch [-δ, + δ] automatic inflation of the port envelope 1 or respectively of the envelope starboard 2 positioned on the edge of the vessel opposite the edge where the vessel capsized, an inflation control signal being emitted when the angle of inclination of the ship or boat is in the range [-δ, + β] or respectively [+ δ, -β]. This control unit UC is also arranged for trigger, after capsizing below the second value angle of pitch [-δ, + δ], the automatic inflation of the port or starboard casing positioned on the edge of the vessel opposite to the edge where the vessel capsized, a signal from inflation control being issued when the vessel is income, after capsizing, at an angle of heel corresponding to a position of equilibrium. This inflation of the port envelope 1 or starboard 2 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 [-α, -β] or [+ α, + β] between the deposit angle -α or + α corresponding to the dynamic stability limit angle of the vessel and the first heel angle value -β or + β triggering the inflation of the port 1 envelope or the starboard cover 2, the emission of an audible signal and / or visual. In these angular ranges [-α, -β] or [+ α, + β], the captain may then decide to take arrangements to return the vessel to its position initial balance, in particular by changing course, modifying the sail area, by transferring combustibles, drying in case of flooding by water, etc. However, after the alarm is triggered, following the crossing of the threshold -α or respectively + α, if the ship continues to move to reach the angle -β or respectively + β, the control and command unit UC triggers signal for envelope inflation inflatable or port inflatable envelope belt or respectively starboard. Within the angular range included between the values -α and + α, the control and command plays no role. The unit of measure is then used of indicator of the angular value of the lodging.

The UP power units are suitable devices for inflating the inflatable bags. These devices are provided for inflating the envelopes at a pressure of approximately 0.5 bar. On a small ship, the inflation could for example be achieved by means of gases generated by pyrotechnics. Depending on the charges necessary and regulatory, these charges may be replaced by compressed gas cylinders. Other inflation devices may also be considered.

The inflatable envelopes can be made from a textile support coated with nitrile synthetic rubber, hot vulcanized under vacuum. These envelopes have a valve for inflating them. The number and position of envelopes are a function of characteristics of the ship, its stability when intact and after damage. In all cases, at least three inflatable envelopes or inflatable envelope belts are planned. Envelopes can be integrated into the hull of the ship and protected by a casing which will disappear during inflation, as has already been done described in the literature. They can also be reported to the ship's hull. These inflatable envelopes port 1 and starboard 2 can still be accommodated in hull tusks of the ship or boat. For reasons security, the volume of the inflatable envelopes 1, 2, 3 is chosen so that one third of the total volume of inflatable envelopes 1, 2, 3 is at least equal to the volume necessary for flotation at or behind the boat or ship.

Thanks to the recovery aid and the stabilization described above, any risk of maintaining capsized position of the vessel is discarded. Furthermore, after righting, the ship's lost buoyancy is offset by inflatable envelopes.

It should be noted that the pairs of threshold angular values -α, + α, -β, + β and -δ, + δ can be chosen values, for each couple, identical in absolute value but of opposite sign or, on the contrary, different in values taking into account the characteristics of the vessel, the threshold value -α or respectively -β or respectively - δ not corresponding in this case to the absolute value + α or respectively + β or respectively + δ.

Such a recovery aid device therefore has features going against the devices existing due to the ability of this device to cause the vessel or boat to overturn completely when a complete capsizing appears as irreversible.

Claims (8)

1. Apparatus for assisting the righting and the stabilisation of boats or ships, of the type comprising, disposed above the floating-line, at least three inflatable bags (1, 2, 3) positioned respectively to port, to starboard and on and/or above the external deck (4) or roof of the ship, the inflation of said bags by appropriate inflation means being activatable by a control unit UC, connected to means UM for detecting the listing of the boat or the ship, this control unit UC activating, at or beyond predetermined first tilt angle values (-β, +β), the selective inflation of the port bag (1) or the starboard bag (2) situated on the side where the boat is capsizing with a view to righting the boat or ship on the side along which it has capsized, characterised in that the control unit UC activates the inflation of the deck bag (3) at or beyond predetermined second tilt angle values (-δ, +δ) which are greater, in absolute value, than said first tilt angle values (-β, +β), said second tilt angle values (-δ, +δ) being between a minimum value, corresponding to the value taken by the tilt angle of the ship or boat on the stability curve when the latter is zero or negative, and a maximum value, corresponding to a position of equilibrium on the opposite side of the ship or boat with a port or starboard bag inflated on the side of the side on which the ship or boat has capsized, to provide the ship or boat, each time, with a tilt angle which permits the natural operation of the righting torque of the boat or ship, the righting movement of the boat or ship operating in the same direction as the capsizing movement.
2. Apparatus according to claim 1, characterised in that, after capsizing beyond the second tilt angle value (-δ, +δ) and after inflation of the deck bag (3), the control unit UC is designed to activate the inflation of the port bag (1) or the starboard bag (2), positioned on the side of the ship opposite the side where the ship has capsized, an inflation control signal being transmitted when the tilt angle of the ship or boat is within the range [-δ, +β] or respectively [+δ, -β].
3. Apparatus according to one of claims 1 and 2, characterised in that the control unit UC is designed to activate the transmission of an audible and/or visual warning signal within tilt angle value ranges [-α, -β] or [+α, +β], which are between the tilt angle (-α, +α), corresponding to the limit angle of dynamic stability of the ship, and the first tilt angle value [-β, +β], activating the inflation of the port bag (1) or of the starboard bag (2).
4. Apparatus according to one of claims 1 to 3, characterised in that the inflatable port bag (1) and the inflatable starboard bag (2) are housed in the hull fenders of the ship or boat.
5. Apparatus according to one of claims 1 to 4, characterised in that the volume of the inflatable bags (1, 2, 3) is selected so that a third of the total volume of the inflatable bags (1, 2, 3) is at least equal to the volume necessary for flotation on the one or other side of the boat or ship.
6. Apparatus according to one of claims 1 to 5, characterised in that the first tilt angle value (-β, +β) is, in absolute value, between the limit angle of dynamic stability and about 100°.
7. Apparatus according to one of claims 1 to 6, characterised in that the second tilt angle value (-δ, +δ) is, in absolute value, within the range [100° - 230°], preferably [110° - 180°].
8. Boat or ship fitted with an apparatus for assisting righting and stabilisation, characterised in that said apparatus is of the type according to one of claims 1 to 7.

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