EP1824730B1 - Vorrichtung und verfahren zur stabilisierung eines schiffes - Google Patents

Vorrichtung und verfahren zur stabilisierung eines schiffes Download PDF

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Publication number
EP1824730B1
EP1824730B1 EP05817008A EP05817008A EP1824730B1 EP 1824730 B1 EP1824730 B1 EP 1824730B1 EP 05817008 A EP05817008 A EP 05817008A EP 05817008 A EP05817008 A EP 05817008A EP 1824730 B1 EP1824730 B1 EP 1824730B1
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EP
European Patent Office
Prior art keywords
vessel
ship
orientation
propulsion means
entered
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.)
Not-in-force
Application number
EP05817008A
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English (en)
French (fr)
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EP1824730A1 (de
Inventor
Philippe Capdevielle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sun Boat
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Sun Boat
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Publication date
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Publication of EP1824730A1 publication Critical patent/EP1824730A1/de
Application granted granted Critical
Publication of EP1824730B1 publication Critical patent/EP1824730B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H25/04—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring automatic, e.g. reacting to compass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/46—Steering or dynamic anchoring by jets or by rudders carrying jets

Definitions

  • the present invention relates to a device for stabilizing the orientation of a ship. More particularly, the present invention relates to a device comprising a stern lateral propulsion means and elements for measuring and evaluating the orientation of the ship, making it possible to stabilize the orientation of the ship by acting on the stern thereof, when this vessel has anchored an anchor (10) at the bottom of the water.
  • the object of the present invention is to provide a device and a method for stabilizing the orientation of a ship by means of a single anchor, when the ship is at anchor.
  • the object of the present invention therefore relates to a device for stabilizing the orientation of a ship at anchor, said vessel having wetted a bow anchor at the bottom of the water, said device comprising at least one lateral propulsion means of stern and an electronic compass connected by means of lateral propulsion, the electronic compass comprising a memory and an interface for recording a direction in the memory, as well as means of comparison between the recorded direction and the actual orientation of the ship; so that when a direction is recorded in the memory, the compass sends an electrical signal by means of lateral propulsion so that it propels laterally the stern of the ship, causing the displacement of the stern to the port or starboard, according to that the vessel is respectively directed to the port or starboard of the registered direction, said bow of the ship being fixed at one point by the anchor, so that the ship is kept in the registered direction.
  • the ship represented in the figure 1 is equipped with the device according to the present invention.
  • the device comprises a stern lateral propulsion means attached to the rear of the ship 1, that is to say at its stern. This means is distinct from the main propulsion means, not shown in this figure, which makes it possible to advance the ship.
  • the stern lateral propulsion means may consist of a propulsion propeller 2, which according to the direction in which it rotates moves a stream of water to the right, that is to starboard, or to the left , ie to the port side of the ship, thus allowing the stern of the ship to be shifted to the left or to the right respectively.
  • a pump which ejects the water through an orifice 6 located port port of the stern of the ship and sucks it through an orifice 6 'located on the starboard side of the ship. ship pump, when one wants to move the stern to starboard. Conversely, the water is sucked through the port 6 located port and ejected through the port 6 'to starboard, when you want to move the stern of the ship to port.
  • the orifice 6 is placed on the port side of the hull of the ship at the stern, and the orifice 6 'is located on the starboard side of the hull of the ship at the stern.
  • An alternative embodiment is to place the ejection and suction ports of the water pump not on the sides of the ship but on the transom of the latter.
  • the orifices are positioned on the transom of the hull of the ship, for example by leaving at the location where the element 2 located in figure 1 . These holes would be oriented to allow to eject or suck the water perpendicular to the orientation of the ship.
  • lateral propulsion devices equip certain vessels and are used when maneuvering the ship, especially to take his position at the quay or leave it. This maneuver is thus facilitated by acting on the stern. Nevertheless, according to the present invention, the lateral propulsion means is used to stabilize the orientation of the ship. It can be adapted to any type of ship.
  • the device according to the present invention also comprises an electronic compass connected to the lateral propulsion means (6 and 6 'or 2).
  • This electronic compass includes a memory, as well as an interface allowing the user to record a defined direction in the memory. For example, if the user wants to maintain the orientation of his ship to the south, it enters the direction corresponding to the south by means of the interface in the memory of the device. Subsequently, the electronic compass determines the actual orientation of the ship.
  • the electronic compass also comprises means of comparison, for comparing the direction recorded in memory and the actual orientation of the ship.
  • Vessel 1 If Vessel 1 is oriented to the port side of the registered direction, the electronic compass will send an electrical signal by means of propulsion to direct the expelled jet of water to the ship's starboard and thus move the stern thereof to port, realigning the vessel in relation to the registered direction. If the orientation of the ship is to starboard of the recorded orientation, said compass sends an electrical signal by means of lateral propulsion, which, either by changing the direction of rotation of the propeller, or by expelling the water from starboard to port of the pump, causes the stern to move to starboard. When the ship is pointing in the right direction, no signal is sent. This verification of the orientation is carried out in real time or at regular intervals in time.
  • this device further comprises means for triggering the lateral propulsion means connected between the electronic compass and the lateral propulsion means.
  • triggering means can also be included in the electronic compass.
  • the triggering means allow to transmit the electrical signal to said lateral propulsion means, to cause the triggering of the latter.
  • triggering means may also comprise means for interrupting the lateral propulsion means, interrupting the operation of the lateral propulsion means, when the actual orientation of the ship corresponds to the recorded direction.
  • Such a device can be used when the ship is at anchor, that is to say, when an anchor 10 has been wetted.
  • the bow of the ship is fixed at a point by an anchor 10 resting at the bottom of the water.
  • the bow of the ship 1 being immobilized, the action on the stern by means of lateral propulsion, 6 and 6 'or 2, then allows to quickly readjust the orientation of the ship 1 by maintaining it at a given point.
  • the device according to the present invention will make it possible to maintain the ship in a given orientation, for example an orientation relative to the positioning of the sun to allow certain shots, or, by orienting and keeping the ship perpendicular to the swell, as this is represented in figure 1 .
  • tolerance margins around the chosen direction, so that that the electronic compass sends an electric signal only if the direction of the ship is outside the range defined by said margins.
  • the propulsion of the stern to starboard will be triggered only if the vessel is oriented to starboard of the said margin, ie more than 10 degrees from the north, and propulsion to port will be triggered only if the vessel is below the other margin, ie less than 350 degrees from the north.
  • said device is equipped with an electronic wind vane and a computer connected to the electronic wind vane and the electronic compass.
  • the electronic wind vane measures the direction of the wind and communicates it to the calculator.
  • the computer will compare the wind direction and the direction recorded in the device memory, and proceed to stop the stabilization device when the wind direction and the recorded direction are substantially equal. This preferred embodiment thus saves energy by stopping the stabilization device when the direction of the wind keeps the vessel 1 in the desired orientation.
  • the stabilization device is for these purposes equipped with an anemometer connected to a computer, so that, when the wind force exceeds the power of the lateral propulsion means, the computer sends a signal stopping the stabilization device. It should be noted that it is possible, according to a preferred embodiment, to use an electronic wind vane-anemometer connected to a single computer, thus allowing both to stop the device according to whether the wind is in the right direction, or that it exceeds a certain power.
  • the device may preferentially equip the device with a time counter, allowing the verification of the orientation of the boat at certain regular time intervals, and thus to engage the means of lateral propulsion that sometimes.
  • deflectors are fixed on the propulsion means lateral. These baffles can improve this stabilization, preventing the ship from passing over its anchor 10. To do this, the baffles are fixed at the ejection of the stream of water by the lateral propulsion means.
  • the deflector 4 is positioned so that the jet of water being expelled port by the propeller 2, is slightly deflected towards the front of the ship 1.
  • the force exerted on the ship 1 has essentially a component perpendicular to the ship but also a slight component facing the rear of the ship, so that the propulsion of the stern is to starboard and slightly to the rear.
  • a baffle 4 ' is also attached to the starboard of the propeller 2, so that when moving the stern of the ship to port, a slight thrust of the ship 1 to the rear is also exerted.
  • deflectors 8 and 8 ' are placed at the ejection holes respectively 6 and 6' of the water, and oriented so that when the water is ejected port or starboard of the ship, the jet of water coming out of the orifice 6 or 6 'thus being slightly deflected towards the bow of the vessel by the deflector 8 or 8', exerting a slight force on the ship 1 towards the rear.
  • the ejection holes are located at the transom of the hull of the ship, for example in place of the element 2, it is also possible to use deflectors. Alternatively, it is expected that the ejection holes are oriented in the majority perpendicular to the ship but slightly oriented towards the front of the ship, to exert the slight force on the ship 1 to the rear.
  • such a device can also be used during the propulsion of the ship forward, by the main propulsion means, as aids in the orientation of the ship relative to the direction of its march.
  • the device can then serve as a backup.
  • Another object of the present invention is a method for stabilizing the orientation of a vessel at anchor. This process can be carried out in different ways, some steps being performed manually. Preferably, the entire process is implemented by the device that has been previously described.
  • the defined orientation is entered in the device's memory.
  • the propulsion means when it realizes that the real orientation of the ship is different from the orientation that has been chosen.
  • this method may include the steps of determining the wind direction, then checking if this orientation corresponds to the defined orientation, and finally stop the stabilization process of the ship if this wind direction corresponds to that which has been defined. This saves the energy of the ship. When the force of the wind is oriented in the direction of the chosen direction, the wind indeed stabilizes the ship itself.
  • the device is started, or the stabilization process begins, once the bow anchor is wet at the bottom of the water.
  • the device waits for an orientation to be defined. Orientation is defined by entering a direction into the system, including recording that direction into memory.
  • a timer allows to put the system on hold until no direction is entered.
  • the system will determine a tolerance interval with respect to the entered direction.
  • the electronic compass determines whether the actual orientation of the ship is to starboard or port side of the orientation or the defined interval. If it is to starboard, it triggers the engine of the stern lateral propulsion system, causing the stern of the ship to move to starboard. If the actual course is to port, it triggers the propulsion means to move the stern to port. Following this triggering, again, the actual orientation of the ship is determined with respect to the defined orientation (or relative to the determined interval with respect to the defined orientation).
  • a counter counts a certain amount of time since the last determination of the orientation of the ship, and once this time has elapsed, goes back to the step of determining the actual orientation of the ship.
  • the step of determining the orientation of the ship it appears that the actual orientation of the ship corresponds to the defined orientation, it is proceeded to the verification of the operation of the engine of the lateral propulsion means. If this engine runs, the engine is stopped. If the motor does not work, no signal is sent. Following this, the step of determining the orientation of the ship is again carried out, this being done either in real time or after a certain time.
  • This method may also include a step of determining the power of the wind, followed by a step of stopping the stabilization process of the ship, if the wind power exceeds that of the lateral propulsion means.
  • this method is used to stabilize the ship at anchor in a direction perpendicular to the swell.
  • the swell is represented by the lines 12, which correspond to the wave of the swell.
  • the direction of the advance of this wave is represented by the arrow.
  • the position A of the ship 1 is the definite orientation that one wants to give to the ship. In fact, by orienting the ship 1 in this way, the variations in the surface of the water due to the swell will be distributed over the entire length of the ship and not over its width.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Vehicle Body Suspensions (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Supply Devices, Intensifiers, Converters, And Telemotors (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)

Claims (11)

  1. Vorrichtung zur Stabilisierung der Ausrichtung eines Schiffes (1) am Ankerplatz, wobei das Schiff einen Buganker (10) im Wasser versenkt hat, wobei die Vorrichtung Folgendes umfasst:
    - mindestens ein Heck-Lateralantriebmittel (6 und 6' oder 2), und
    - einen elektronischen Kompass, der mit dem Lateralantriebmittel verbunden ist, wobei der Kompass einen Speicher und eine Benutzeroberfläche beinhaltet, um das Speichern einer Richtung in dem Speicher zu ermöglichen, sowie auch Mittel zum Vergleich der gespeicherten Richtung mit der wahren Ausrichtung des Schiffes;
    sodass, wenn eine Richtung in dem Speicher gespeichert wird, der Kompass ein elektrisches Signal an das Lateralantriebmittel sendet, damit Letzteres das Heck des Schiffes lateral antreibt und dabei die Verschiebung des Hecks nach Backbord oder nach Steuerbord herbeiführt, je nachdem, ob das Schiff hinsichtlich der gespeicherten Richtung nach Backbord bzw. nach Steuerbord ausgerichtet ist, wobei das Heck des Schiffes durch den Anker (10) an einem Punkt festgemacht ist, damit das Schiff in der gespeicherten Richtung bleibt.
  2. Vorrichtung zur Stabilisierung gemäß Anspruch 1, wobei Spielraum bezüglich der gespeicherten Richtung definiert wird, sodass der Kompass nur dann ein elektrisches Signal an das Lateralantriebmittel (6 und 6' oder 2) sendet, wenn die Richtung des Schiffes (1) außerhalb des vom Spielraum definierten Abstandes liegt.
  3. Vorrichtung zur Stabilisierung gemäß Anspruch 1 oder 2, die ferner Folgendes umfasst:
    - eine elektronische Windfahne, und
    - einen Rechner, der mit der Windfahne und dem Kompass verbunden ist;
    sodass die Windfahne dem Rechner die Windrichtung sendet, welcher dann die Windrichtung mit der im Speicher gespeicherten Richtung vergleicht und die Vorrichtung zur Stabilisierung anhält, wenn die Windrichtung und die gespeicherte Richtung im Wesentlichen gleich sind.
  4. Vorrichtung zur Stabilisierung gemäß einem der vorhergehenden Ansprüche, ferner umfassend einen Windmesser, der mit einem Rechner verbunden ist, sodass der Rechner, wenn die Windstärke die Leistung des Lateralantriebmittels (6 und 6' oder 2) übersteigt, die Vorrichtung anhält.
  5. Vorrichtung zur Stabilisierung gemäß einem der vorhergehenden Ansprüche, wobei das Lateralantriebmittel dort, wo das Wasser aus dem Lateralantriebmittel (6 und 6' oder 2) ausgestoßen wird, Abweiser (4 und 4' oder 8 und 8') umfasst, wobei die Abweiser derart ausgerichtet sind, dass das Lateralantriebmittel das Wasser nach einer Komponente auswirft, die in einer im Wesentlichen senkrechten Richtung zum Schiff (1) verläuft, aber mit einer leichten Komponente, die nach der Vorderseite des Schiffes ausgerichtet ist, sodass der Lateralantrieb ebenfalls eine leichte Schubkraft auf das Schiff nach hinten ausübt, wobei auf dem Anker (10) eine Spannung bleibt, damit das Schiff sich nicht an diesem vorbei nach vorne bewegt.
  6. Vorrichtung zur Stabilisierung gemäß einem der vorhergehenden Ansprüche, ferner umfassend einen Zeitzähler, der mit dem Kompass verbunden ist, sodass die Richtung des Schiffes in regelmäßigen Zeitabständen bestimmt wird.
  7. Vorrichtung zur Stabilisierung gemäß einem der vorhergehenden Ansprüche, ferner umfassend Mittel zum Auslösen und/oder Mittel zum Unterbrechen des Lateralantriebmittels (6 und 6' oder 2), während eine Richtung im Speicher gespeichert wird, wobei die Mittel zum Auslösen mit dem Kompass verbunden sind und das elektrische Signal an das Lateralantriebmittel übertragen.
  8. Verfahren zur Stabilisierung der Ausrichtung eines Schiffes (1) am Ankerplatz, wobei das Schiff einen Buganker (10) und mindestens ein Lateralantriebmittel (6 und 6' oder 2), das mit einem elektronischen Kompass verbunden ist, umfasst, wobei der Kompass einen Speicher und eine Benutzeroberfläche beinhaltet, um das Speichern einer Richtung in dem Speicher zu ermöglichen, Mittel zum Vergleich der gespeicherten Richtung mit der wahren Ausrichtung des Schiffes sowie Mittel zum Auslösen und/oder Mittel zum Unterbrechen des Lateralantriebmittels, wobei das Verfahren die folgenden Schritte umfasst:
    a) Auswerfen des Bugankers (10) und diesen im Wasser ruhen lassen, sodass der Bug des Schiffes (1) festgemacht ist,
    b) Speichern einer Richtung in dem Speicher,
    c) Vornehmen des Vergleichs zwischen der gespeicherten Richtung und der wahren Ausrichtung des Schiffes,
    d) wenn sich die gespeicherte Richtung und die wahre Ausrichtung um mehr als einen vorbestimmten Spielraum voneinander unterscheiden, Senden eines elektrischen Signals an das Lateralantriebmittel, um dieses auszulösen und es laufen zu lassen bis das Schiff in die gespeicherte Richtung gelenkt wird, und
    e) Wiederholen der Schritte c) und d).
  9. Verfahren zur Stabilisierung gemäß Anspruch 8, das ferner die folgenden Schritte umfasst:
    - Bestimmen der Ausrichtung des Windes,
    - Überprüfen, ob diese Ausrichtung der gespeicherten Richtung entspricht, und
    - Anhalten des Verfahrens zur Stabilisierung des Schiffes (1), wenn diese Ausrichtung des Windes der gespeicherten Richtung entspricht.
  10. Verfahren zur Stabilisierung gemäß Anspruch 8 oder 9, das ferner die folgenden Schritte umfasst:
    - Bestimmen der Windstärke,
    - Anhalten der Stabilisierung des Schiffes (1), wenn die Windstärke jene der Lateralantriebmittel (6 und 6' oder 2) übersteigt.
  11. Verfahren zur Stabilisierung gemäß einem der Ansprüche 8 bis 10, wobei die gespeicherte Richtung senkrecht zum Seegang verläuft und so das Abschwächen der Wirkung des Seegangs auf die Fahrgäste des Schiffes (1) ermöglicht, wobei der Seegang auf die ganze Länge des Schiffes verteilt ist.
EP05817008A 2004-11-17 2005-11-15 Vorrichtung und verfahren zur stabilisierung eines schiffes Not-in-force EP1824730B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0412195A FR2877915B1 (fr) 2004-11-17 2004-11-17 Dispositif de stabilisation d'un navire
PCT/FR2005/002824 WO2006053974A1 (fr) 2004-11-17 2005-11-15 Dispositif de stabilisation d’un navire

Publications (2)

Publication Number Publication Date
EP1824730A1 EP1824730A1 (de) 2007-08-29
EP1824730B1 true EP1824730B1 (de) 2010-07-07

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05817008A Not-in-force EP1824730B1 (de) 2004-11-17 2005-11-15 Vorrichtung und verfahren zur stabilisierung eines schiffes

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EP (1) EP1824730B1 (de)
AT (1) ATE473160T1 (de)
DE (1) DE602005022225D1 (de)
FR (1) FR2877915B1 (de)
WO (1) WO2006053974A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020201007A1 (de) 2020-01-28 2021-07-29 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Wasserfahrzeugs

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021140057A1 (en) 2020-01-07 2021-07-15 Pascal Dorster Alignment system and method for operating an alignment system
JP2022099788A (ja) * 2020-12-23 2022-07-05 ヤマハ発動機株式会社 船舶を制御するためのシステム及び方法

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1313928A (en) * 1970-06-04 1973-04-18 Decca Ltd Apparatus for controlling the position of marine craft
US5491636A (en) * 1994-04-19 1996-02-13 Glen E. Robertson Anchorless boat positioning employing global positioning system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020201007A1 (de) 2020-01-28 2021-07-29 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Wasserfahrzeugs

Also Published As

Publication number Publication date
ATE473160T1 (de) 2010-07-15
DE602005022225D1 (de) 2010-08-19
FR2877915B1 (fr) 2008-05-30
WO2006053974A1 (fr) 2006-05-26
FR2877915A1 (fr) 2006-05-19
EP1824730A1 (de) 2007-08-29

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