EP3261913B1 - Verkleidung, längliches verkleidetes element und schleppanordnung - Google Patents

Verkleidung, längliches verkleidetes element und schleppanordnung Download PDF

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Publication number
EP3261913B1
EP3261913B1 EP16707698.3A EP16707698A EP3261913B1 EP 3261913 B1 EP3261913 B1 EP 3261913B1 EP 16707698 A EP16707698 A EP 16707698A EP 3261913 B1 EP3261913 B1 EP 3261913B1
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EP
European Patent Office
Prior art keywords
fairing
hull
cable
axis
pulley
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EP16707698.3A
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English (en)
French (fr)
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EP3261913A1 (de
Inventor
François Warnan
Michaël JOURDAN
Olivier Jezequel
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Thales SA
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Thales SA
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Publication of EP3261913A1 publication Critical patent/EP3261913A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/56—Towing or pushing equipment
    • B63B21/66—Equipment specially adapted for towing underwater objects or vessels, e.g. fairings for tow-cables
    • B63B21/663—Fairings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D1/00—Rope, cable, or chain winding mechanisms; Capstans
    • B66D1/28—Other constructional details
    • B66D1/36—Guiding, or otherwise ensuring winding in an orderly manner, of ropes, cables, or chains

Definitions

  • the present invention relates to faired tractor cables used on a ship to tow a submersible body dropped at sea and the handling of these cables. It relates more particularly to the towing cables faired by means of scales or sections hinged together. It also applies to any type of elongated streamlined element intended to be at least partially submerged.
  • the document JP S61 113093 U constitutes an example of the prior art disclosing an elongated fairing element.
  • the context of the invention is that of a naval vessel or ship intended to tow a submersible object such as a variable immersion sonar integrated in a towed body.
  • the submersible body in the non-operational phase, the submersible body is stored on board the ship and the cable is wound around the reel of a winch making it possible to wind and unwind the cable, that is to say to deploy and to recover the cable.
  • the submersible body in the operational phase, the submersible body is immersed behind the ship and towed by the latter using the cable, the end of which is connected to the submersible body.
  • the cable is wound / unwound by the winch through a cable guiding device which allows the cable to be guided.
  • the towing cable is streamlined, which reduces its hydrodynamic drag as well as the vibrations generated by the hydrodynamic flow around the cable.
  • the cable is coated with a segmented fairing composed of rigid hulls having shapes intended to reduce the hydrodynamic drag of the cable.
  • the role of the sheath formed by the hulls is to reduce the wake turbulence produced by the movement of the cable in the water, when it is immersed in the water and towed by the ship.
  • the rigidity of the hulls is necessary for large immersions going hand in hand with high towing speeds of at least 20 knots.
  • Flexible fairings are only useful for economically profiling chains or cables of buoys subjected to sea currents or at worst towed at speeds of 6 to 8 knots.
  • the segmentation of the fairing into hulls is necessary so that the cable can pass through guide elements of the pulley type, and so as to be able to withstand a lateral movement of the cable in the event of a change of course of the ship and so as to be able to be wound on the reel of a winch.
  • the hulls are mounted mobile in rotation around the longitudinal axis of the cable. It is indeed necessary that the hulls can rotate freely around the cable in order to be correctly oriented with respect to the flow of water.
  • Each hull is however linked to its two neighbors axially and in rotation about the cable so as to be able to pivot relative to them about an axis parallel to the x axis by a small maximum angle of the order of a few degrees.
  • This inter-hull link allows in particular the fairing assembly to be able to pass smoothly through all of the guide elements. Consequently, the rotation of a hull causes a rotation of its neighbors and gradually that of all of the hulls.
  • any change in orientation of one of the hulls gradually affects all the hulls careening the cable.
  • the guide device is conventionally configured to orient and guide the hulls which pass through it so that they have a predefined orientation relative to the winch reel, all the hulls adopt the same cable as the cable is raised. orientation relative to the reel, orientation which makes it possible to wind the cable while keeping the scales parallel to each other in turn.
  • An object of the present invention is to limit the risks of damage to the fairing of a towed cable.
  • the Applicant has first of all, within the framework of the present invention, identified and studied the cause of this problem of grinding of the hulls by observation of the faired cable in operational situation and by modeling of the faired cable in operational situation and different forces acting on it, in particular hydrodynamic and aerodynamic flows as well as gravity.
  • the streamlined cable is towed by the ship and has a submerged end.
  • the tow point is a point on a pulley that is at a certain height above the water.
  • towing point of a cable or of a fairing is meant the position of the fulcrum of the cable on a device on board the ship, which is closest to the submerged end of the cable or of the fairing respectively.
  • the cable moves away from the transom to disappear underwater a little further than vertical from the towing point.
  • the length of the faired cable in an aerial situation is increased compared to the simple towing height above the water because the cable is inclined relative to the vertical.
  • the last hull which is still in engagement with the ship that is to say the hull which is at the point of towing, often in abutment on the pulley or in abutment on a guidance device on board the ship , is oriented correctly in the direction of the flow although it is well above in the air (Leading edge facing the flow and trailing edge trailing.
  • the first hull in the water (it is ie the hull just submerged) is supposed to take a correct orientation in the flow coming from the speed of the ship (Leading edge facing the flow and trailing edge trailing) .But between these two remarkable hulls, the column fairing may bend since it is in the air just subject to vibrations, insignificant air flow and gravity.
  • the vertical direction in the terrestrial frame of reference is represented by the z axis and the orientation of the section of certain hulls is shown in the zones A, B and C delimited by dotted lines.
  • the last hull 3 in engagement with the ship is oriented vertically (trailing edge up) as shown in zone A.
  • the hulls which are in the air between the pulley P and the surface of the 's water are lying under the effect of gravity.
  • the trailing edge of the hulls is oriented downwards (between the pulley P and the surface S of the water, the hulls have turned around the cable).
  • the hulls which are in the water are straightened under the action of the water flow acting according to the arrow FO as that is represented in zone C (trailing and leading edge located approximately at the same depth).
  • the Applicant has found that the submerged twist can be considered to be “hooked” on the cable.
  • the position of the submerged torsion is fixed relative to the cable along the axis of the cable.
  • its aerial counterpart the aerial twist
  • the aerial twist remains located in the same place between the towing point R and the surface of the water S. It is not fixed relative to the cable along the cable axis but fixed by relative to the surface S of the water or to the towing point.
  • the figure 1C represents a situation in which the cable was unwound compared to the situation of the figure 1B (see arrow).
  • the distance L2 which represents the distance between the part of the fairing concerned by the submerged torsion and the point of entry of the fairing into the water is greater than the distance L1 which represents this same distance in the situation of the figure 1B .
  • the complete turn of the fairing around the cable will be carried out over an increasingly shorter distance.
  • Observations at sea have shown that the fairing column can make a full turn around the cable over a length of less than 50 cm.
  • the hydrodynamic flow exerts a very high torque on the poorly oriented hulls which can go as far as the deterioration of the fairing or even the complete rupture of the hulls.
  • the invention proposes a fairing configured so as to limit the risks of the appearance of a double twist in order to limit the risks of damage to the cable fairing.
  • the invention relates to an elongated streamlined element intended to be at least partially submerged.
  • the elongated fairing element comprises an elongate element and a fairing comprising a plurality of fairing sections, each fairing section comprising a plurality of hulls, the hulls comprising a channel receiving the elongated object and being profiled so as to reduce the hydrodynamic drag of the elongated object at least partially submerged, said hulls being pivotally mounted on the elongated element around the longitudinal axis of the channel, said hulls being linked together along the axis of the channel and being hinged together, the sections of fairing being free to rotate around the channel with respect to each other.
  • the hulls of the same fairing section are linked together by means of a plurality of individual coupling devices, each individual coupling device making it possible to connect one of the hulls of said section to another hull of said section adjacent to said hull .
  • the fairing sections have respective heights along the axis of the channel, defined as a function of the angular stiffness k of the respective fairing sections, and as a function of the length of rope LC of said hulls of said respective sections so as to prevent the formation of a complete twist on said respective sections.
  • At least one fairing section has a height along the axis of the channel, defined as a function of the angular stiffness k of said fairing section and as a function of the length of rope LC of said hulls of said section, so as to prevent the formation a complete aerial torsion on said fairing section when the fairing section is subjected to a torsional torque less than or equal to a predetermined torque.
  • At least one section has a height, along the axis of the channel, defined as a function of the angular stiffness k of said fairing section and as a function of the length of rope LC of said hulls of said section so that the section is suitable for undergo a complete torsion and so as to prevent the formation of a complete aerial torsion on said fairing section when the fairing section is subjected to a torsional torque less than or equal to a predetermined torque.
  • the fairing sections have respective heights less than a maximum height hmax such that: hmax ⁇ ⁇ ⁇ k F LC 2 where F is a constant between 250 and 500.
  • At least one section among said sections comprises at least one end hull, adjacent to a single other hull belonging to said section, being a bevelled hull so that it has a bearing edge comprising a first bearing edge beveled with respect to the leading edge, the first bearing edge being arranged so that the distance between the leading edge and the first bearing edge, taken perpendicular to the leading edge, decreases continuously, along of an axis parallel to the leading edge, from a first end of the first support edge to a second end of the first support edge further from the other hull than the first end, along the parallel axis at the leading edge.
  • Each bevelled hull is for example an end hull.
  • the fairing sections have respective heights along the axis of the channel, defined as a function of the angular stiffness k of the respective fairing sections, and as a function of the length of rope LC of said hulls of said respective sections so as to prevent the formation of a complete twist on said respective sections.
  • the bearing edge is the trailing edge.
  • At least a first portion of the first bearing edge has a thickness less than a thickness of the hull in any longitudinal plane parallel to the leading edge and perpendicular to lateral faces of the hull crossing the first portion of the first edge d 'support, the lateral faces extending in respective planes perpendicular to the leading edge.
  • the end hull is dimensioned so as to be more resistant to a pressure force applied according to a perpendicular direction, at the leading edge and connecting the leading edge to the trailing edge, than the other hulls of the section.
  • the end hull comprises two parts joined or connected along the first bearing edge, the end hull being configured so as to be maintained in a deployed configuration when it is subjected to the hydrodynamic flow of water. , the two parts being arranged, relative to one another around the first bearing edge, so that the end hull has a trailing edge parallel to the leading edge and a constant section along the leading edge and configured to allow relative pivoting between the two parts around the first bearing edge when a relative pivoting torque between the two parts applied around an axis formed by the first bearing edge exceeds a predetermined threshold so that the end hull changes from the deployed configuration to a configuration folded around the support edge.
  • the hulls are rigid.
  • the subject of the invention is also an elongated faired element intended to be at least partially submerged, comprising an elongated element faired by means of the fairing according to the invention, the elongated element being received in the channel, said hulls being pivotally mounted on the elongated element around the longitudinal axis of the channel and being immobilized in translation relative to the elongated element along the axis of the elongated element.
  • the subject of the invention is also a towing assembly comprising an elongated fairing element according to the invention, and a towing and handling device intended to tow the elongated fairing element while the latter is partially submerged, the towing device comprising a winch for winding and unwinding the elongated faired element through a guide device for guiding the elongated element.
  • the guide device is configured so as to make it possible to modify the orientation of a fairing of the fairing relative to the guiding device by rotation of the hull around the axis of the elongated element under the effect of the traction of the elongated element relative to the guide device when the hull has an orientation in which it is in abutment on the guide device and in which the line of action developed by the elongated element on the pulley extends substantially along the axis extending from the axis of the elongated element to the trailing edge.
  • the guide device comprises a first groove, the bottom of which is formed by the bottom of the groove of a pulley, the first groove being delimited by a first surface having a concave profile in a radial plane of the pulley, the width of the first groove and the curvature of the profile of the first curved surface in the radial plane being determined so as to allow the hull to tilt, by rotation of the hull around the axis of the elongated element x under the effect of the traction of the elongated element relative to the guide device along its longitudinal axis, from an inverted position in which the hull is oriented trailing edge towards the bottom of the first groove, to an acceptable position in which it is oriented leading edge towards the bottom of the first groove.
  • the hulls comprise a hull comprising a receiving the elongated element and comprising a leading edge a tail having a tapered shape extending from the nose and comprising a trailing edge, the first curved surface forming a first concave curve in the radial plane of the pulley, the first concave curve being defined in a radial plane of the pulley so that, when the hull extends leading edge perpendicular to the radial plane, whatever the position of a hull in the first groove, when the nose of the hull is in abutment on the first concave curve and the elongated element exerts on the hull, in the radial plane, an effort of placing the nose of the hull against the pulley, said effort of cladding Fp comprising a component CP perpendicular to the axis of the pulley and a lateral component CL the trailing edge of the hull is not in contact with the first concave curve or is in contact with with a part
  • the invention relates to an elongated fairing element comprising an elongated object coated with a fairing.
  • the elongated object is for example a flexible object such as a cable or a rigid object such as a drilling column at sea, intended to be at least partially submerged.
  • the elongated element is conventionally intended to be towed by a floating vessel.
  • the fairing is intended to reduce the forces generated by the current on this elongated element when it is immersed in water and towed in water by a naval vessel.
  • the invention also relates to a towing assembly as shown in the figure 2 , comprising an elongated element 1 faired by means of a fairing according to the invention.
  • a towing assembly as shown in the figure 2 , comprising an elongated element 1 faired by means of a fairing according to the invention.
  • the invention will be described in the case where the elongated element is a cable but it applies to other types of flexible elongated elements.
  • the cable 1 tows a towed body 101, comprising for example one or more sonar antennas.
  • the towed body 101 is mechanically secured to the cable 1 in an appropriate manner.
  • the towed body 101 is launched and taken out of the water by means of a winch 5 disposed on a deck 103 of the ship 100.
  • the guide device 4 is advantageously mounted on a support structure 7 intended to be fixed to the vessel, which can be tilting or fixed.
  • the guide device makes it possible to guide the cable 1, that is to say to limit the lateral movement of the cable relative to the winch, in a direction parallel to the axis of rotation of the winch reel. It is also advantageously configured to modify the direction of the cable between its end intended to be immersed 6 and the winch 5 in a plane substantially perpendicular to the axis of the winch while allowing to secure the radius of curvature of the cable so that it does not go below a certain threshold in this plane.
  • the guiding device is a pulley 4.
  • the guiding device can furthermore comprise inter alia a fairlead making it possible to secure the radius of the cable, and / or a slicing device making it possible to store the cable correctly on the reel and / or at less a deflector forming a surface making it possible to modify the orientation of a hull relative to the deflector by rotation of the hull around the axis of the cable under the effect of the traction of the cable during its winding / unwinding.
  • the latter can be achieved by a pulley.
  • FIG 3 there is shown schematically a portion of cable 1 coated with a fairing 11 according to the invention.
  • This fairing 11 comprises a plurality of fairing sections 12a, 12b.
  • Each fairing section 12a, 12b comprises a plurality of hulls 13, 13a.
  • two fairing sections 12a and 12b have been shown, each comprising 5 fairing hulls, but in practice, the fairing may include many more fairing sections comprising much more hulls.
  • the hulls are advantageously rigid.
  • rigid hulls is meant, in the present patent application, that the hulls are configured so as not to be substantially deformed under the effect of the hydrodynamic flow when they are immersed and towed in the direction of the leading edge. In other words, the hulls retain substantially the same shape when subjected to the hydrodynamic flow.
  • the hulls may possibly deform under the effect of forces greater than those developed by the hydrodynamic flow. They are for example made of hard plastic material such as, for example, polyethylene terephthalate (PET) or polyoxymethylene (POM).
  • PET polyethylene terephthalate
  • POM polyoxymethylene
  • Each hull 13, 13a has a hydrodynamic profile, of the type shown in the figure 4a , in a plane AA perpendicular to the axis x of the cable (or axis of channel 16). In other words, each hull 13, 13a is profiled so as to reduce the hydrodynamic drag of the cable 1 when the cable 1 is towed.
  • the hulls 13a are hulls having the same characteristics as the hulls 13 but which can differ from the hulls 13 by the characteristics which are explained below due to their position in the sections 12a, 12b.
  • Each hull 13 comprises a wide nose 14 intended to receive the cable 1 and a tail 15 having a tapered shape extending from the nose 14.
  • the nose 14 houses a channel 16 with an axis perpendicular to the plane of the sheet, intended for receiving the cable 1.
  • the nose 14 comprises the leading edge BA and the tail 15 comprises the trailing edge BF which are the end points of the hull 13 in the cutting plane.
  • the hull 13 more particularly has in this plane a wing-shaped profile.
  • the hull profile allows a less turbulent flow of water around the cable.
  • the hydrodynamic profile for example has a teardrop shape or a NACA profile, that is to say a profile defined by the NACA which is an acronym of the Anglo-Saxon expression "National Advisory Committee for Aeronautics”.
  • FIG 4b there is shown a view of the hull according to arrow B, which is the same view as on the figure 3 .
  • the hull has an elongated shape from the leading edge BA to the trailing edge BF.
  • Side view the hull 13 has a substantially rectangular shape delimited by the trailing edge BF and the leading edge BA parallel to the axis xc of the channel 16 and connected by two lateral faces 17, 18.
  • the lateral faces 17, 18 extend substantially perpendicular to the trailing edge BA.
  • the lateral faces are arranged at the respective ends of the channel 16.
  • the length of rope LC of hull 13 which is the maximum length of the line segment called rope CO connecting the trailing edge BF and the leading edge BA of hull 13 in a direction perpendicular to the axis of the xc channel.
  • the rope is the line segment connecting the extreme points of a section of the hull.
  • the maximum thickness E of the hull is the maximum distance separating the first longitudinal face 22 from the second longitudinal face 23 in a direction perpendicular to the cord CO in the section plane of the hull.
  • the distance between the trailing edge and the leading edge is constant along the axis of the channel xc parallel to the leading edge BA. The length of the rope is this distance.
  • the longitudinal faces 22 and 23 extend parallel to the leading edge BA.
  • the hulls 13 are intended to be mounted on the cable 1 so as to be able to pivot around the longitudinal axis of the cable 1, that is to say around the longitudinal axis of the channel 16.
  • the hulls 13 belonging to the same fairing section 12a or 12b are linked together by means of a coupling device 20 allowing the relative rotation of said hulls 13 relative to each other around the cable 1.
  • the coupling device 20 links the hulls to each other both axially, that is to say along the towing cable but also in rotation about the cable 1.
  • the coupling device 20 allows the relative rotation of the hulls with respect to the others around the axis of the cable, that is to say of the channel 16. This travel is authorized either freely or with a stop. The rotation of a hull around the cable does not then cause the adjacent hull to rotate.
  • the travel can be obtained in a constrained manner with a more or less strong return to the aligned position (no relative rotation of the hulls relative to each other around the cable).
  • the rotation of a hull around the cable causes the adjacent hulls of the same section to rotate around the cable.
  • the play between the adjacent hulls is substantially zero, so that any relative rotation between the hulls involves the elastic deformation of the coupling device. This allows the hulls of the same section to adopt an orientation relative to the cable allowing it to oppose the weakest resistance to the current caused by the movement of the cable in water.
  • the coupling device allows this relative rotation with a maximum amplitude, that is to say a maximum angular movement.
  • the rotation of a hull causes a rotation of the neighboring hulls and gradually that of all the hulls of the same section 12a or 12b. All the hulls of the same section adopt, as the cable rises, the same orientation relative to the drum, which makes it possible to wind the cable while keeping the scales parallel to each other in turn.
  • the coupling device 20 allows the relative rotation of the hulls with respect to each other so as to allow the cable to be wound around a winch, the lateral movement of the cable due for example to changes in course of the ship .
  • the coupling device allows these relative rotational movements of the hulls with respect to each other with maximum respective angular deflections.
  • the coupling device 20 shown in the figure 3 comprises a plurality of individual coupling devices 19, comprising for example a splint, each making it possible to connect a hull to a hull adjacent to said hull, that is to say to couple the hulls of the same section two together.
  • each individual coupling device makes it possible to connect a hull to another hull adjacent to said hull only.
  • the adjacent hulls form pairs of hulls.
  • the hulls of the respective hull pairs of the same fairing section are connected by means of separate individual coupling devices.
  • the coupling device thus makes it possible to individually connect each hull of a fairing section to each of its adjacent hulls.
  • the individual coupling devices are configured so as to deform elastically during the relative rotation of the hulls around the cable. This is a twist of the individual coupling devices.
  • each fairing section 12a, 12b comprises an immobilizing device 21 cooperating with a hull 13a of said section 12a, 12b and intended to cooperate with the cable 1 so as to immobilize the hull 13a in translation along the axis of the cable.
  • the hull 13a is the hull farthest from the end intended to be immersed 6 situated in the direction of the arrow f (called the head hull).
  • the hulls being linked together, the blocking produced by the immobilization device on a hull 13a has repercussions on the other hulls of the same section.
  • the installation of a hull immobilizer is not necessary, which limits the costs and the assembly time as well as the weight of the faired cable.
  • the section comprises several immobilization devices each cooperating with a hull of the section.
  • the immobilization device comprises for example a ring 21 fixed to the cable by crimping and cooperating with the hull 13a in order to immobilize it in translation relative to the cable along the x axis of the cable 1.
  • the fairing sections 12a and 12b are free to rotate, relative to one another, around the axis of the channel 16, that is to say around the axis of the cable 1 when they are mounted on the cable 1.
  • the hulls 13, belonging to two distinct fairing sections 12a and 12b are free to rotate with respect to each other, around the axis of the channel, that is to say say around the cable 1.
  • Each section 12a, 12b is relatively flexible in rotation around the cable even if a certain torsional stiffness is observed. This flexibility only increases with the length deployed.
  • the fairing can be installed along the cable.
  • the fairing extends over the entire length of the cable.
  • the fairing extends along the cable over a length less than the length of the cable.
  • the fairing is intended to fair an elongated element. It is also intended to be towed by means of a towing device as described in the present patent application.
  • the heights h, of the respective fairing sections are less than a maximum height hmax.
  • at least one of the sections has a height less than this maximum height hmax.
  • the maximum height hmax is chosen so as to be sufficiently low to prevent the formation of a complete aerial torsion on the section, for example of a complete torsion on the section.
  • the disturbed section can make a full turn on itself and realigns itself in the flow, since it is decoupled from its neighbors this section no longer disturbs them and there is no longer any aerial twist or submerged twist.
  • This configuration makes it possible to prevent old complete submerged twists from entering the guide device and therefore limits the risks of damage to the fairing. Furthermore, this configuration makes it possible to avoid having to set up a monitoring procedure, by the crew, or a monitoring device aimed at detecting submerged torsions as well as a mechanical or manual procedure aimed at absorbing a double torsion detected or aimed at helping an immersed retentive torsion coming out of the water to enter the guide device without causing damage.
  • the height of at least one section, and preferably of each section is defined so as to prevent the formation of a complete aerial twist of said fairing section when the fairing, or the elongated element faired by means of the fairing. , is towed under predetermined nominal towing conditions of the fairing, the fairing section being partially submerged.
  • the aerial torsion is the torsion undergone by the aerial part, that is to say not immersed, of the fairing section.
  • the nominal towing conditions are defined by a nominal sea state, a nominal speed at which the cable is intended to be towed, i.e. the nominal speed of the ship, and the height at which is intended to be the towing point of the fairing above sea level.
  • the nominal sea state, the nominal speed and the height of the towing point may be predetermined or may be included in predetermined respective nominal intervals.
  • the fairing section is subjected to a torsional torque which is less than or equal to a predetermined maximum torque.
  • This maximum torque is defined by the nominal conditions.
  • the predetermined maximum torque can be obtained by calculation or empirically by measuring the torque exerted by the fairing section under nominal conditions.
  • the maximum height of the fairing section is defined so as to avoid the formation of a complete aerial torsion on the partially submerged fairing section when the fairing section is subjected to a torsional torque less than or equal to the predetermined maximum torque.
  • the height of the fairing is empirically defined by varying the length of the fairing section under the most demanding nominal towing conditions, generating the maximum torque so as to obtain a height such that it avoids aerial torsion. complete of the fairing section. It can also be determined by simulation by modeling the behavior of the fairing section under the most restrictive nominal conditions and by varying the height of the section until the desired effect is obtained.
  • the height of at least one section, and preferably of each section is chosen so that the section is able to undergo a complete twist.
  • the height of the section is therefore large enough to allow this twisting.
  • this height is also chosen, as above, so as to prevent the formation of a complete aerial torsion on said fairing section when the fairing, or the elongated element faired by means of the fairing, is towed under towing conditions.
  • predetermined nominal fairings, the fairing section being partially submerged.
  • the height of the section is low enough so that, when the fairing (or the cable is faired) is towed, partially submerged and is subjected to a maximum torque, it cannot be subjected to aerial torsion.
  • it can undergo a complete torsion if it is subjected to a torque greater than the maximum torque.
  • the height of the section is defined as a function of the angular stiffness in torsion k of said fairing section, as a function of the length of rope LC of said hulls of said section and as a function of nominal towing conditions.
  • a fairing section T undergoing a twist by an angle ⁇ around the x axis of a cable (or of channel 16) is subjected to a torque C applied around the x axis of the cable 1.
  • the maximum height hmax depends on the torsional stiffness of the fairing sections.
  • the torsional disturbances caused by the stresses of the sea and the towing conditions are proportional to the surface of the hulls of the section (therefore to the length of the rope) and to the arm lever (therefore the length of the fairing rope).
  • the maximum height hmax is therefore given by the following formula: hmax ⁇ ⁇ ⁇ k F LC 2
  • F is a constant calculated according to a configuration which has been identified as being the most constraining and which takes account of the ebb and flow of the wake and LC is the length of the hull cord of the fairing section.
  • the constant F is between 250 and 500. F depends on the maximum speed at which one wishes to tow the cable. If one wishes to tow the cable at a speed of 20 knots, F is fixed at 400. F is lower if the maximum speed decreases.
  • the fairing according to the invention has advantages even in the case where it is not sought to wind the cable around a winch.
  • the fact that the fairing according to the invention minimizes the risks of the formation of double twists makes it possible to limit the risks of deterioration of the fairing linked to the aging of the submerged twists without them entering a guide device.
  • the fairing according to the invention therefore limits the needs in terms of cable maintenance.
  • the device for guiding the towing assembly is configured so as to make it possible to modify the orientation of a fairing of the fairing relative to the device for guiding by rotation of the hull around the axis of the cable, under the effect of the traction of the cable relative to the guide device (along the cable axis), when the hull has an orientation in which it is in abutment on the guide device and in which the line of force action exerted by the cable on the guide device extends substantially in the direction extending from the axis of the cable to the trailing edge of the hull.
  • the guide device is configured to turn a hull from an inverted position in which it is oriented tail down, to an acceptable position in which it faces tail up.
  • the upward and downward orientations are defined with respect to a vertical axis linked to the winch.
  • the guide device comprises a guide or a set of guides allowing the orientation or tilting of the hull to be changed.
  • This guide or guide assembly can for example comprise a pulley and / or a deflector or any other device making it possible to modify the orientation of the hulls around the axis of the cable.
  • a nonlimiting example of this type is described in the French patent application published under the number FR2923452 .
  • These devices are conventionally arranged upstream or downstream of the pulley seen from the winch. They are conventionally concave, that is to say of the grooved type, so as to define a housing intended to receive the hull to ensure its tilting.
  • These guides may be able to follow the cable in the event of lateral movement of the cable parallel to the axis of the pulley (or of the winch), by being for example pivotally mounted about a substantially vertical axis.
  • the devices allowing the fairing to be turned over are ineffective when installed downstream of the pulley, seen from the free end of the cable because the position of the cable has at this point at least two degrees of freedom: longitudinal and lateral and current rectifier devices are not able to correctly follow the cable in these two directions or they are complex devices.
  • the xp axis of the pulley is perpendicular to the plane of the sheet.
  • the hulls 13 of a first group of hulls 12a are oriented trailing edge BF towards the outside of the groove and leading edge towards the groove.
  • the remarkable hull 13a is the hull at the head of the section 12b, that is to say the hull 13a of the section 12b which is furthest from the end of the cable intended to be submerged 6.
  • the hull 13a is present at the pulley P trailing edge BF towards the groove of the pulley and leading edge BA towards the outside of the groove.
  • This remarkable hull 13a belongs to a second group of hulls 12b.
  • the section of the pulley of the prior art in the plane M passing through the lateral edge 18 connecting the trailing edge BF and the leading edge BA of the hull of head is as visible on the figure 6a .
  • the figure 6b a section of the pulley P of the prior art in another plane comprising the lateral edge 18 of the head hull 13a situated to the right of the plane M on the figure 5 because the cable 1 has been hoisted, that is to say pulled along the arrow shown in the figure 5 enter here figure 5 and the figure 6b , advancing the remarkable hull 13a in the throat.
  • the groove of the pulley has a V-shaped section with an opening of between 20 ° and 50 °.
  • the bottom of the V has a shape substantially complementary to the leading edge so that when a hull enters the pulley leading edge upwards, the following hulls linked to this hull will also take this orientation during winding of the cable.
  • a head hull 13a arrives at the trailing edge towards the groove 105 as is the case on the figure 6a , the groove is too narrow for the hull to turn upward trailing edge under the effect of the traction of the cable relative to the groove of the pulley along its axis. The tension of the cable forces the head hull 13a to descend towards the bottom of the groove.
  • the invention aims to entrust a function of turning the hulls around the axis of the cable to the pulley itself.
  • the invention consists in providing a towing assembly comprising a cable guide device disposed downstream of the winch seen from the end of the cable intended to be submerged, the guide device comprising a first groove the bottom of which is formed by the bottom of the groove of a pulley, the first groove being configured so as to allow a hull of the fairing to be tilted, by rotation of the hull around the axis of the cable x under the effect of the tension of the cable, from an inverted position in which the hull is oriented trailing edge (or tail) towards the bottom of the first groove, to an acceptable position in which it is oriented leading edge (or nose) towards the bottom of the first groove, that is to say the trailing edge towards the outside of the groove.
  • the dimensions and shape of the profile of the first groove are determined according to the radius R of the pulley of the maximum length CAR, taken parallel to the rope separating the trailing edge BF of the fairings of the fairing, of the x axis of the elongated element 1, of the length of rope LC des hulls and the maximum thickness E of the hulls so as to allow the hull to be tilted from the returned position to the acceptable position.
  • the axis of the pulley is the axis around which the pulley pivots relative to the winch, that is to say relative to the fixed part of the winch.
  • the axis of the pulley is substantially horizontal, that is to say intended to extend parallel to the surface of the water in a calm sea state when the towing device is fixed to a naval vessel or ship.
  • the bottom 26 of the groove of the pulley forms a circle of radius R, the center of which is on the axis of the pulley.
  • a radial plane of a pulley is a plane which is formed by a radius r of the pulley and the axis xp of the pulley around which the pulley pivots.
  • the radius r has a length R.
  • the first groove 24 is delimited by a first surface whose section in the radial plane BB is the first concave curve 25 (U-shaped curve shown in bold on the figure 7 ).
  • the first concave curve 25 comprises a bottom 26 of the first groove 24. The bottom is the point of the first groove 24 which is closest to the axis xp of the pulley.
  • the reference curve 28 in V is the section, in the radial plane BB, of a second curved surface delimiting a second reference groove 29 or second virtual groove.
  • the bottom of the second groove, that is to say the bottom of the reference curve 28 is the bottom 26.
  • the bottom V is the point of intersection of the two legs 31, 32 of the V.
  • the width of the v is at least equal to lid. Turning is then easier.
  • the material forming the outer part of the tail of the hull is the material forming the hull when it is made of a single material.
  • the first curve 25 is merged with the second curve 28 at the end points 33, 34 of the second curve 28.
  • the end points 33, 34 of the second curve are the points of the second curve which are spaced apart by the width Iv according to a straight parallel to the axis of the pulley xp. They delimit the first groove and the second groove along an axis parallel to the axis of the pulley and along an axis parallel to the radius of the pulley passing through the bottom 26.
  • the first curve 25 is, at all points between each of the points extremes 33, 34 and the bottom 26, combined with the second curve or closer to the axis of the pulley xp than the second curve according to the radius of the pulley in the cutting plane BB.
  • the first concave curve 25 delimiting the first groove 24 may have the profile visible on the figure 7 or else be, between the end points, at any point other than the bottom and the end points 33, 34, under the curve 28 and at least at a distance from the axis equal to the distance separating the bottom of the pulley axis pulley (Radius R of the pulley).
  • the first concave curve is located at all points, in the space delimited by curve 28, the line d1 parallel to the axis passing through the bottom 26 and the lines d3 and d4 parallel to the radius R of the passing pulley by points 33 and 34.
  • the first concave curve 25 is the curve delimiting the first groove 24 intended to receive the faired cable in a radial plane (see figure 7 ).
  • the first concave curve is defined in a radial plane BB of the pulley so that, when the hull extends leading edge BA perpendicular to the radial plane BB, whatever the position of a hull in the first groove 24, when the nose 14 of the hull 13 is in abutment on the first concave curve and the cable 1 exerts on the hull 13, in the radial plane, an effort of plating the nose of the hull against the pulley , said plating force Fp comprising a component CP perpendicular to the axis of the pulley and a lateral component CL (that is to say parallel to the axis of the pulley) the trailing edge BF of the hull 13 n is not in contact with the
  • the first concave curve 25, and therefore the profile of the first groove, is obtained by a person skilled in the art by simulations from this definition.
  • a first curve forming a curved line having at all points a radius of curvature at least equal to half the length of the hull cord LC makes it possible to ensure the sliding of the hull in case of lateral thrust of the cable.
  • a curved line is a line without a sharp or protruding angle (in the mathematical sense of the term).
  • the radius RA of this circle is approximately equal at 55% of the length of the hull LC cord, which is greater than the value of 50% retained above.
  • the dimensions and the shape of the first groove profile are determined, so as to make it possible to tilt a reference hull having a maximum length CAR, taken parallel to the rope separating the trailing edge BF of the hulls of the fairing, a length of LC chord of the hulls and a maximum thickness E and possibly as a function of the coefficient of friction Cf between the reference hull and the pulley.
  • These dimensions and profile are advantageously defined so as to ensure the tilting of the hull from an inverted position to an acceptable position without deforming this reference hull.
  • the width of the first groove Igb is equal to the width of the V Iv.
  • the first groove extends beyond the end points. It can include the groove of the pulley only or include the groove of the pulley and be delimited on either side of the pulley by deflectors or vertical flanges (i.e. perpendicular to the axis of the pulley) or substantially vertical.
  • the first groove may also be the groove of the pulley which comprises, beyond the V or above the V of the vertical walls (that is to say perpendicular to the axis of the pulley) or substantially vertical. The walls and flanges as defined make it possible to prevent the cable from leaving the first groove in the event of lateral movement.
  • the first groove is the groove 24 of the pulley.
  • the first groove comprises the groove of the pulley.
  • the bottom of the first groove is the bottom of the pulley groove.
  • the first groove extends beyond the groove of the pulley. It is for example delimited at least on one side of the pulley with respect to a plane perpendicular to the axis of the pulley, by a deflector or a flange.
  • the deflector or flange can be fixed relative to the pulley or movable in rotation relative to the pulley around the axis of the pulley.
  • the first groove comprises lateral edges making it possible to limit the lateral clearance of the cable. The lateral edges may extend completely within the part situated between the two extreme points or else partially and also extend partially beyond these points.
  • the pulley and more precisely the groove of the pulley, has a constant profile. In other words, it is the same according to all the radial planes of the pulley.
  • the first curve 25 and the second curve 28 are symmetrical with respect to a plane perpendicular to the axis xp of the pulley and comprising a radius of the pulley passing through the bottom 26. This plane is then the median plane of the groove.
  • FIG 7 there is shown a partial section of a pulley 40 according to a second embodiment, in the plane M, which is a plane formed by a lateral face 18 of the head hull 13a of the segment 12b coming into contact with the pulley.
  • the side face includes the point of the hull that first comes into contact with the pulley.
  • the pulley has an open V-shaped profile for turning.
  • the pulley 40 comprises a groove 44 in V.
  • the remarkable hull 13a is supported on a first tab of the V 45 leading edge towards the bottom 46 of the groove 44.
  • the opening of the groove ⁇ g is such that the angle formed between the line of force action (represented by the arrow represented in the hull) and the second leg 47 ⁇ f is greater than 90 °.
  • the tail is given an escape route which allows it to turn around according to the arrows shown on the figure 8a to adopt the position represented on the figure 8c passing through the position shown on the figure 8b following the movement indicated by the arrows by pivoting around the axis of the cable under the action of the cable tension (exerted along the line of force action) when the cable is pulled along the groove.
  • the direction of the force action line is substantially parallel to the first leg 45.
  • the opening of the V ⁇ g in the plane M which is at least equal to twice the limit angle ⁇ i is substantially equal to ⁇ f. Consequently, the opening of V ⁇ g is greater than 90 °.
  • the profile of the groove of the pulley in the plane BB is the projection, on a plane forming an angle ⁇ with the plane M, of the profile of the groove in the plane M.
  • the opening ⁇ v of the V formed by the second curve 28 in the plane BB is at least equal to a threshold angle ⁇ s.
  • the first curve 25 delimiting the first groove 24 has at least from the first extremal point 33 to the second extreme point 34 a concave shape.
  • the curve can have at least from the first extremal point 33 to the second extreme point 34 a V shape or have several sharp or projecting angles AS as shown in the Figures 9a and 9b .
  • the curve substantially forms a broken line.
  • the curves have a sharp or projecting angle at the bottom 26 and are symmetrical with respect to the plane perpendicular to the axis of the pulley and comprising a radius of the pulley.
  • These profiles are more efficient in ensuring the reversal of the hulls than the V-shaped profile.
  • These profiles are advantageously, but not necessarily symmetrical with respect to a plane perpendicular to the axis of the pulley passing through the bottom 26.
  • the first curve has salient angles and has a tangent substantially parallel to the axis of the pulley xp at the bottom. The bottom is then the point of the curve located on the median plane of the throat.
  • the first curve 25 is, between the extreme points 33, 34, a curved line.
  • it is a concave curve devoid of a sharp or salient angle (in the mathematical sense of the term).
  • the curve never includes more than one tangent at the same point. Its derivative is substantially continuous.
  • the first groove (or first curve) When the first groove (or first curve) has a V-shaped section (first V curve), it must have a width at least equal to lid so that the inversion is guaranteed.
  • the first groove (or first curve) When the first groove (or first curve) has a section such that the first curve is U-shaped, then it can have a width less than up to 0.7 ⁇ lid because it does not have d sharp angles in which the bottom of the hull may get caught. In this case, the opening of the V can also be less than the threshold angle. In other words, the V must have a width at least equal to 0.7 ⁇ lid. On the other hand, turning over can be more difficult than when the V has a width at least equal to lid. Below this threshold, it is not certain that the reversal will take place.
  • the first groove is at the bottom of the bathtub.
  • the groove at the bottom of the bath has the advantage of ensuring a certain and fluid reorientation of the hull and makes it possible to orient the hull in a position substantially lying in the bottom of the throat.
  • the central area can be one of two curves.
  • the lower curve is the preferred embodiment of the invention.
  • the central zone of the first curve is formed by a pulley having a groove whose width is the width of the central zone.
  • the first curve comprises upper parts extending substantially perpendicularly above the extreme points of the V so as to prevent the cable from leaving the first groove during a vertical movement of the cable.
  • These flanges are integral with the pulley or belong to the pulley or are fixed relative to the axis of the pulley.
  • the first curves between the upper curve and the lower curve have the advantage of verifying the angular condition making it possible to prevent the hull from preventing lateral movement of the cable.
  • This profile facilitates and simplifies the tilting of a hull because the flattened central portion of the groove of the pulley implies a significant distance between the axis of the reaction of the groove of the pulley on the hull (axis going from the edge trailing towards the center of the circle portion formed by the central portion) and the axis of rotation of the hull (extending along the trailing edge axis - towards the axis of the channel xc or axis of the cable x) due to the large distance between the axis of the cable and the center of the circle portion formed by the central portion.
  • This profile also allows the cable and its fairing which are placed substantially flat to come to rest safely on the sides of the pulley when the cable is biased laterally (that is to say parallel to the axis pulley) in the event of a turn of the vessel, for example. If the cable and the leading edge of the fairing are positioned on the correct side, they remain there. If they are on the wrong side, the profile of the pulley allows an almost smooth reversal which allows the cable (where the forces sit) to come to rest against the side of the pulley. This slip is present but less fluid in the other pulley configurations.
  • the pulley according to the invention and more generally the guide device according to the invention, makes it possible to ensure the straightening of a hull coming to bear on the pulley with a trailing edge orientation towards the bottom of the groove pulley and leading edge vertical to the trailing edge.
  • the hull carries with it the hulls to which it is linked to rotate about the cable, that is to say the hulls of the same section.
  • the pulley according to the invention also makes it possible to straighten the hulls of a cable organized in a single section in which the hulls are all linked together to rotate about the cable in the event of a break in an inter-hull connection, for example under the 'effect of a double twist which ensures a passage of the faired cable in the pulley without deformation of the hulls. It also makes it possible to straighten the head hull of a fairing comprising a single section extending over a length less than the length of the cable from the end intended to be submerged. It also makes it possible to straighten the hulls of a faired cable comprising hulls which are all free to rotate about the cable relative to each other.
  • the guide device according to the invention is effective and simple because it does not require the installation of a cable follower device (that is to say able to follow the cable when it moves laterally and vertically relative to pulley).
  • the pulley according to the invention does not ensure a reversal of the hull until a situation in which the trailing edge is located vertically leading edge.
  • the hull is returned to a position in which it is substantially flat (trailing edge slightly raised upwards). It must therefore pivot about 1 ⁇ 4 turn against 1 ⁇ 2 turn (if it were to adopt the trailing edge position above and vertically from the leading edge) which facilitates the operation of straightening the hull by the pulley .
  • the guide device comprises, between the winch and the pulley, a straightening device making it possible to orient the hulls which come out of the pulley in the direction of the winch around the axis of the cable so that they have a predetermined orientation. relative to the winch drum, for example leading edge down and trailing edge vertical to the leading edge.
  • the hulls of the sections have a constant section, that is to say fixed, along the leading edge.
  • section is meant the profile of the hull in a transverse plane, that is to say a plane extending perpendicular to the leading edge BA, that is to say to the axis of the channel xc.
  • constant section is meant a section having substantially the same shape and the same dimensions in all the transverse planes, whatever their positions along the leading edge between the lateral faces 17, 18.
  • the trailing edge BF is substantially parallel to the leading edge BA over the entire width I of the hull.
  • the width I of the hull is the distance between the two lateral faces 17, 18 along an axis parallel to the leading edge BA.
  • the trailing edge BF constitutes a bearing edge parallel to the leading edge BA.
  • At least one hull 130 of the fairing is a bevelled hull.
  • a bevelled hull is a hull which comprises a bearing edge BAPa comprising a first bearing edge in bevel Bza relative to the leading edge BAa, the bevel being produced so that the distance between the leading edge BAa and the first bevel bearing edge Bza, taken along an axis perpendicular to the leading edge BAa and to the axis xc of the channel 16 varies linearly along the axis xc.
  • first bevel bearing edge Bza is meant a first bearing edge Bza which extends longitudinally substantially along a straight line which is at an angle or inclined relative to the leading edge BAa.
  • the first bearing edge Bza extending longitudinally in a first plane containing a plane or parallel to the plane defined by the leading edge BAa and the chord CO of the hull. In other words, the first bearing edge Bza is biased relative to the leading edge BAa in this first plane.
  • the support edge BAPa extends longitudinally between two ends E1 and E2.
  • the support edge BAPa is arranged so that the distance between the support edge BAPa and the leading edge BAa decreases continuously from a first end E1 of the first support edge Bza to a first lateral face 180 of the hull closer to the second end of the first support edge Bza than to the first end of the first support edge, along an axis parallel to the leading edge BA.
  • this lateral face 180 is the lateral face of the hull 130a furthest from the free end 6 of the cable (visible on the figure 2 ) in the opposite direction of the arrow.
  • the other lateral face 170 is the lateral face of the hull 130a closest to the free end 6 of the cable. This characteristic makes it easier to turn over the hull 130 when it comes to bear on the pulley by its trailing edge, during the winding of the cable, that is to say during the pulling of the cable relative to the pulley axis xp according to arrow f.
  • the position P ' has been shown on the pulley 4 of the figure 7 , from the point where the hull 130a comes into contact with the pulley 4 due to the pulling of the cable relative to the axis of the pulley xp in the direction of the arrow.
  • This point is located at a distance B '(represented on the figure 12b ) of cable 1 perpendicular to the axis of cable x.
  • This point is located at a distance dB from the cable 1 perpendicular to the axis of the cable x.
  • the distance dB ' is less than the distance B, therefore, the inversion of the hull is facilitated and therefore the inversion of the hulls of the section is also facilitated.
  • This is valid in the case of the pulley of the invention but also in the case of any guide device, in particular of the type making it possible to modify the orientation of the hull relative to the guide device by rotation of the hull about the axis of the cable.
  • the beveled support edge makes it possible to facilitate the reorientation of a hull in any guiding device making it possible to modify the orientation of the hull relative to the guiding device by rotation of the hull around the axis of the cable (or channel) when the hull comes to bear on a bearing surface of the guide device by the bearing edge.
  • the beveled support edge facilitates in particular the reorientation of the hull by any guide device comprising a surface opposing the traction of the faired cable during the winding or during the unwinding of the cable.
  • the invention works, for example, with guiding devices making it possible to follow the cable in the event of lateral and / or vertical movement of the cable.
  • the presence of a bevelled hull makes it possible to limit the risks of deterioration of the fairing, in particular in the presence of a double twist by facilitating the tilting of a hull at its entry into a guide device, which limits the risk that the fairing gets stuck in the guide device.
  • This embodiment also has an advantage in the case of a pulley having a constant profile, and more particularly of a pulley according to the invention.
  • the contact point P ' is located in a plane M' located at a distance D 'smaller than the distance D at which the plane M is located (including the point P), relative to the axis of the pulley, parallel to the axis of the cable x. Consequently, the groove of the pulley is less deep in the plane M 'than in the plane M.
  • the profile of the groove in the plane M (or M') is the projection of the profile of the groove in a plane radial passing through the plane P (or respectively P ') on the plane M (or respectively M') forming an angle ⁇ (or respectively ⁇ 'less than ⁇ ) with the radial plane at the point considered.
  • the fact that the groove is less deep according to the plane M 'than according to the plane M implies that the pulley is flatter according to the plane M than according to the plane M' at least at the bottom level (that is to say say at the level of the central portion of the curve delimiting the throat).
  • the central portion of the pulley at the bottom of the bathtub is flatter in the plane M 'than in the plane M, in other words, the radius of the contact surface at point P is more important in the plane M 'than in the plane M, which facilitates the tilting of the hull under the effect of the traction of the cable relative to the axis of the pulley.
  • the bevelled hull comprising the bevel is the hull 130a at the head of the section, that is to say the hull farthest from the end of the cable intended to be immersed.
  • the head hull 130a is a hull which is adjacent to a single other hull 130b belonging to the same section 120.
  • the first bearing edge Bza of the head hull 130a is arranged so that the distance between the leading edge BAa and the first bevel bearing edge Bza decreases continuously, along an axis parallel to the leading edge BAa, from a first end E1 of the first support edge Bza to a second end E2 of the first edge d 'support Bza further from the other hull 130b than the first end E1, along the axis parallel to the leading edge BAa.
  • the bevelled hull is the bottom hull of the section, that is to say the hull closest to the end of the cable intended to be submerged. This makes it easier to tilt the hull during the unwinding of the cable (when the hull comes to rest on the pulley on the other side of the pulley relative to the axis of the pulley) and to facilitate the tilting of all section because the hull (by propagation of the rotational movement over the entire section).
  • the tail hull is a hull which is adjacent to only one other hull belonging to the same section.
  • the first support edge is configured so that the distance between the leading edge BAa and the first beveled support edge decreases, along the leading edge BAa, from a first end of the first support edge opposite the other hull to a second end of the first bearing edge further from the other hull than the first end, along the axis parallel to BAa.
  • the other end of the first support edge is closer to a lateral face than the first end of the support edge.
  • each section comprises at least one end hull (head or tail) comprising a beveled edge.
  • the other hulls are not beveled hulls. They do not include a first beveled support edge.
  • the bearing edge is the trailing edge and is substantially parallel to the leading edge over its entire length.
  • a fairing comprising a single section as defined above may comprise a hull with a beveled support edge. This section extends for example over a length less than the length of the cable from the end intended to be submerged.
  • the hull at the head of the section is advantageously a hull comprising a beveled bearing edge arranged as for the head hull previously described.
  • the section extends over the entire length of the cable.
  • all the hulls could be beveled hulls. This would facilitate the tilting of each hull in the event of an inter-hull connection break downstream of the hull seen from the pulley, when the hulls are initially linked. In the case where the hulls are free to rotate with respect to each other, this makes it easier to tilt each hull on arrival on a guide device. More generally, the bevelled hull avoids having to link the hulls to each other and therefore makes it possible to limit the costs of the fairing and the time for assembling the fairing.
  • the bevel is made so that the distance between the leading edge BA and the first bevel bearing edge decreases, along the axis xc , from the end of the first support edge closest to the end of the cable intended to be immersed to the end of the support edge opposite the end of the cable intended to be immersed and vice versa if wishes facilitates tilting during the unwinding of the cable.
  • the bearing edge BAPa is the trailing edge BF. It comprises the first bevel bearing edge Bza and a second bearing edge Bla which extends parallel to the x axis and is located at a fixed distance from the leading edge along the x axis.
  • the first bevel bearing edge is connected to the lateral face 180 and to the second bearing edge Bla, in the direction of the leading edge, by connecting rounds or chamfers.
  • the maximum length of rope LC is the distance between this second bearing edge Bla and the leading edge.
  • the bearing edge does not have a second bearing edge Bla extending parallel to the axis x.
  • the bevel extends substantially over the entire width of the hull and is advantageously, but not necessarily, connected to the lateral faces by connection fillets or chamfers.
  • the hull comprises a first thick portion 130a1 visible on the figure 12c and a second thin portion 130a2 having a second thickness e2 less than the first thickness e1 of the thick part.
  • the second thickness e2 is substantially equal to the thickness of the end of the tail 15 opposite the end of the tail connected to the nose 14 of the hull.
  • the first edge comprises a first portion Bza1 extending in the first thick portion 130a1 of the hull and a second portion Bza2 extending in the thin part.
  • the first portion of the first bearing edge Bza1 is connected to the longitudinal faces 122, 123 by respective chamfers 132, 133 respectively.
  • the hull comprises chamfers connecting the first portion of the first bearing edge Bza1 to the respective longitudinal faces 122, 123. This makes it possible to thin the trailing edge in the thick part of the hull and therefore to limit the risks that the hull will get stuck on the guide device.
  • the chamfers extend over the entire length of the first bearing edge.
  • the first portion of the leading edge Bza1 is connected to the lateral faces by respective bulged surfaces.
  • swollen surfaces is meant convex curved surfaces.
  • This embodiment also makes it possible to limit the thickness of the bearing edge.
  • the curved surfaces extend over the entire length of the first bearing edge. Chamfers and curved surfaces are two non-limiting technical solutions which make it possible to obtain the characteristic that at least a first portion of the first bearing edge Bza1 has a thickness e1 less than the thickness of the hull in any longitudinal plane parallel to the edge of attack and perpendicular to the lateral faces of the hull crossing the first portion of the first bearing edge Bza1.
  • the thickness of the hull in a cutting plane is the distance separating the first longitudinal face 122 from the second longitudinal face 123 in a direction perpendicular to the cord CO in the cutting plane of the hull.
  • the first portion Bza1 has the same thickness as the second bearing edge Bla which extends parallel to the axis x and is located at a fixed distance from the leading edge along the axis x.
  • the support edge BAPb connects the two lateral faces 270, 280.
  • the hull 230 is formed of two parts 231, 232 joined together along the first bevel support edge Bzb.
  • the hull is configured to be kept in a deployed configuration (visible on the figure 13 ), when subjected to the hydrodynamic flow of water, in which the two parts 231, 232 are arranged, one with respect to the other around the first bearing edge, so that the hull has a trailing edge parallel to the leading edge and a constant section along the leading edge. In other words, the length of the rope is constant.
  • the hull is kept in the deployed position as long as the relative pivoting torque between the two parts around an axis formed by the first bearing edge Bzb is less than or equal to a predetermined threshold.
  • the longitudinal direction of the first support edge is the direction of the axis formed by the support edge.
  • the threshold is greater than the torque that can be exerted by the hydrodynamic flow of water on the hull when the hull is immersed and possibly towed along the trailing edge axis, leading edge.
  • the hull is also configured to allow relative pivoting between the two parts 231, 232 around the first bearing edge Bzb (see arrow), when a relative pivoting torque between the two parts 231, 232, applied around the the axis formed by the first support edge Bzb exceeds the threshold so that the end hull changes from the deployed configuration to a configuration folded around the support edge.
  • the axis formed by the first support edge is an axis contained in the first support edge and parallel to the longitudinal axis of the first support edge.
  • the hull does not have a constant section and the trailing edge is not parallel to the leading edge over its entire length.
  • the hull In the folded position, the hull is folded along the first bearing edge Bzb. In the deployed position, the hull is unfolded.
  • This embodiment makes it possible to limit or avoid the performance reductions in terms of reduction of the hydrodynamic drag of the hull while facilitating the progression of the hull in the pulley and its reversal.
  • the first part 231 extends on one side of the first support edge delimited by the first support edge Bzb, the second support edge (if there is one) Blb, the leading edge BA, one face lateral 280 and the portion of the other lateral face 270 extending between the leading edge BA and the first bearing edge Bzb.
  • the second part 232 is delimited by the first bearing edge Bzb, the part of the first lateral face 270 extending from Bzb to the trailing edge BF and the part of the trailing edge BF situated between Bzb and the first face lateral 270.
  • the first part 231 is for example made of rigid material and the second part 232 is made of flexible or flexible material which does not deform substantially when the relative pivoting torque between the two parts around the first bearing edge is less than or equal at the threshold and which bends when the torque exceeds the threshold, in particular when the point of intersection between the trailing edge and the first lateral face 270 comes into abutment against a guide device.
  • the second part can, for example, be made of polyurethane.
  • the first part can be made of polyurethane with a rigidity greater than that of the second part or in POM or PET.
  • the two parts have a rigidity such that they do not deform under the effect of a torque greater than the threshold but are linked by a pivot link around the first bearing edge and the hull comprises a stabilization device configured to maintain the two parts in the relative deployed position when the relative pivoting torque is less than or equal to the threshold and so as to allow the rotation between the two parts so that they pass in the relative folded position around the first bearing edge when the torque exceeds the threshold.
  • the coupling device is for example a device comprising a fuse or a compression spring.
  • At least one bevelled hull or each bevelled hull is dimensioned so as to be more resistant to a pressure force, applied in a direction perpendicular to the leading edge connecting the leading edge to the trailing edge, than the other hulls of the section considered (which are not bevelled).
  • This characteristic makes it possible to limit the risks of deformation and breakage of the hulls when they engage in the guide device, turn around and pass through this guide device.
  • this hull is for example made of a harder material than the other hulls and / or it includes ribs ensuring this additional reinforcement.
  • the fairing comprises at least one reinforced bevelled end hull and cooperating with the immobilization device. This makes it possible to reduce the costs and possibly the weight of the fairing because only the beveled hull or hulls differ (s) from the others, all the others being identical.
  • the invention also relates to an assembly comprising a vessel, the towing assembly being carried on board the vessel.
  • the ship is intended to move at nominal speed through a nominal sea state.
  • the towing assembly is installed on the vessel so that the towing point is located at a nominal height.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • Measurement Of Velocity Or Position Using Acoustic Or Ultrasonic Waves (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Claims (15)

  1. Verkleidetes längliches Element, bestimmt zum wenigstens teilweisen Eintauchen, umfassend ein längliches Objekt und eine Verkleidung, wobei die Verkleidung mehrere Verkleidungsabschnitte (12) umfasst, wobei jeder Verkleidungsabschnitt (12) mehrere Hüllen (13) umfasst, wobei die Hüllen einen Kanal (16) zum Aufnehmen des länglichen Objekts umfassen, so profiliert, dass sie den hydrodynamischen Widerstand des wenigstens teilweise eingetauchten länglichen Objekts reduzieren, wobei die Hüllen (13) um die Längsachse des Kanals (16) schwenkbar an dem länglichen Objekt montiert sind, wobei die Hüllen (13) entlang der Achse des Kanals miteinander verbunden und aneinander angelenkt sind, wobei die Verkleidungsabschnitte (12) frei um den Kanal relativ zueinander rotieren können, wobei die Hüllen eines selben Verkleidungsabschnitts durch mehrere individuelle Kopplungsvorrichtungen (19) miteinander verbunden sind, wobei jede individuelle Kopplungsvorrichtung es zulässt, eine der Hüllen des Abschnitts mit einer anderen Hülle des Abschnitts neben der Hülle zu verbinden.
  2. Verkleidetes längliches Element nach Anspruch 1, bei dem die Verkleidungsabschnitte jeweilige Höhen entlang der Achse des Kanals haben, definiert in Abhängigkeit von den Winkelsteifigkeiten k der jeweiligen Verkleidungsabschnitte und in Abhängigkeit von der Sehnenlänge LC der Hüllen der jeweiligen Abschnitte, um die Bildung einer vollständigen Verdrehung an den jeweiligen Abschnitten zu verhindern.
  3. Verkleidetes längliches Element nach einem der vorherigen Ansprüche, bei dem wenigstens ein Verkleidungsabschnitt eine Höhe entlang der Achse des Kanals hat, definiert in Abhängigkeit von der Winkelsteifigkeit k des Verkleidungsabschnitts und in Abhängigkeit von der Sehnenlänge LC der Hüllen des Abschnitts, um die Bildung einer vollständigen Luftverdrehung an dem Verkleidungsabschnitt zu verhindern, wenn der Verkleidungsabschnitt ein Torsionsdrehmoment erfährt, das gleich oder kleiner ist als ein vorbestimmtes Verdrehungsdrehmoment.
  4. Verkleidetes längliches Element nach Anspruch 1, bei dem wenigstens ein Abschnitt eine Höhe entlang der Achse des Kanals hat, die in Abhängigkeit von der Winkelsteifigkeit k des Verkleidungsabschnitts, in Abhängigkeit von der Sehnenlänge LC der Hüllen des Abschnitts definiert ist, so dass der Abschnitt eine vollständige Verdrehung erfahren kann, und um die Bildung einer vollständigen Luftverdrehung an dem Verkleidungsabschnitt zu verhindern, wenn der Verkleidungsabschnitt einem Verdrehungsdrehmoment ausgesetzt ist, das gleich oder kleiner ist als ein vorbestimmtes Verdrehungsdrehmoment.
  5. Verkleidetes längliches Element nach einem der Ansprüche 2 bis 4, wobei die Verkleidungsabschnitte jeweilige Höhen kleiner als eine maximale Höhe hmax haben, so dass: hmax ≤ π ∗ k F LC 2 ,
    Figure imgb0019
     wobei F eine Konstante zwischen 250 und 500 ist.
  6. Verkleidetes längliches Element nach einem der vorherigen Ansprüche, bei dem wenigstens ein Abschnitt unter den Abschnitten wenigstens eine Endhülle neben einer einzigen anderen zu dem Abschnitt gehörenden Hülle umfasst, die eine abgeschrägte Hülle ist, so dass sie einen Anlagerand hat, der einen ersten Anlagerand (Bza) umfasst, der relativ zum vorderen Rand (BA) abgeschrägt ist, wobei der erste Anlagerand (Bza) so angeordnet ist, dass die Distanz zwischen dem vorderen Rand (BA) und dem ersten Anlagerand (Bza), lotrecht zum vorderen Rand (BA), entlang einer Achse parallel zum vorderen Rand, von einem ersten Ende (E1) des ersten Anlagerands (Bza) zu einem zweiten Ende (E2) des ersten Anlagerands (Bza) weiter weg von der anderen Hülle (130b) als das erste Ende (E1), entlang der Achse parallel zum vorderen Rand kontinuierlich abnimmt.
  7. Verkleidetes längliches Element nach Anspruch 6, wobei jede abgeschrägte Hülle eine Endhülle ist.
  8. Verkleidetes längliches Element nach einem der Ansprüche 6 bis 7, bei dem die Endhülle so bemessen ist, dass sie beständiger gegenüber einer Druckkraft ist, die in einer Richtung lotrecht zum vorderen Rand aufgebracht wird und den vorderen Rand mit dem hinteren Rand verbindet, als die anderen Hüllen des Abschnitts.
  9. Verkleidetes längliches Element nach Anspruch 6, wobei die Endhülle zwei benachbarte Teile (231, 232) entlang dem ersten Anlagerand (Bzb) umfasst, wobei die Endhülle so konfiguriert ist, dass sie in einer entfalteten Konfiguration gehalten wird, wenn sie der hydrodynamischen Strömung des Wassers ausgesetzt ist, wobei die beiden Teile (231, 232) relativ zueinander um den ersten Anlagerand (Bzb) angeordnet sind, so dass die Endhülle einen hinteren Rand parallel zum vorderen Rand (BA) und einen konstanten Querschnitt entlang dem vorderen Rand aufweist und so konfiguriert ist, dass sie eine relative Schwenkung zwischen den beiden Teilen (231, 232) um den ersten Anlagerand (Bzb) zulässt, wenn ein relatives Schwenkmoment zwischen den beiden Teilen (231, 232), aufgebracht um eine vom ersten Anlagerand (Bzb) gebildete Achse, eine vorbestimmte Schwelle übersteigt, so dass die Endhülle von der entfalteten Konfiguration in eine um den Anlagerand gefaltete Verstaukonfiguration übergeht.
  10. Verkleidetes längliches Element nach einem der vorherigen Ansprüche, wobei der Anlagerand der hintere Rand ist.
  11. Verkleidetes längliches Element nach einem der vorherigen Ansprüche, wobei die Hüllen relativ zu dem länglichen Element entlang der Achse des länglichen Elements translational immobilisiert sind.
  12. Schleppbaugruppe, umfassend ein verkleidetes längliches Element nach einem der vorherigen Ansprüche und eine Schlepp- und Handhabungsvorrichtung, bestimmt zum Schleppen des verkleideten länglichen Elements, während das Element teilweise eingetaucht ist, wobei die Schleppvorrichtung eine Winde (5) zum Auf- und Abwickeln des verkleideten länglichen Elements (1) durch eine Führungsvorrichtung (4) zum Führen des länglichen Elements (1) umfasst.
  13. Schleppbaugruppe nach dem vorherigen Anspruch, bei der die Führungsvorrichtung (4) so konfiguriert ist, dass sie es zulässt, die Orientierung einer Hülle (13a) der Verkleidung (12) relativ zur Führungsvorrichtung (4) durch Drehen der Hülle (13a) um die Achse des länglichen Elements (1) unter der Wirkung des Schleppens des länglichen Elements (1) relativ zur Führungsvorrichtung (4) zu modifizieren, wenn die Hülle (13a) eine Orientierung aufweist, in der sie an der Führungsvorrichtung (4) anliegt, und in der die von dem länglichen Element (1) an der Riemenscheibe (4) etablierte Wirkungslinie sich im Wesentlichen entlang der Achse erstreckt, die von der Achse des länglichen Elements bis zum hinteren Rand (BF) verläuft.
  14. Schleppbaugruppe nach dem vorherigen Anspruch, bei der die Führungsvorrichtung eine erste Rille (24) umfasst, deren Boden (26) durch den Boden der Rille einer Riemenscheibe (4) gebildet wird, wobei die erste Rille (24) durch eine erste Fläche (25) mit einem konkaven Profil in einer radialen Ebene der Riemenscheibe begrenzt wird, wobei die Breite der ersten Rille und die Krümmung des Profils der ersten gekrümmten Fläche in der radialen Ebene so bestimmt werden, dass die Hülle durch Drehen der Hülle um die Achse des länglichen Elements x, unter der Wirkung des Zugs des länglichen Elements relativ zur Führungsvorrichtung entlang ihrer Längsachse von einer zurückgekehrten Position, in der die Hülle vom hinteren Rand in Richtung des Bodens der ersten Rille orientiert ist, in eine akzeptable Position gekippt werden kann, in der sie vom vorderen Rand in Richtung des Bodens der ersten Rille orientiert ist.
  15. Schleppbaugruppe nach einem der Ansprüche 13 bis 14, bei der die Hüllen eine Hülle umfassen, die Folgendes umfasst: eine Nase (14), die das längliche Element aufnimmt und einen vorderen Rand (BA) aufweist, einen Schwanz (15) mit einer sich verjüngenden Form, die sich von der Nase (14) erstreckt und einen hinteren Rand (BF) aufweist, wobei die erste gekrümmte Fläche eine erste konkave Krümmung in der radialen Ebene der Riemenscheibe bildet, wobei die erste konkave Krümmung in einer radialen Ebene (BB) der Riemenscheibe definiert ist, so dass, wenn sich die Hülle vom vorderen Rand (BA) lotrecht zur radialen Ebene (BB) erstreckt, unabhängig von der Position einer Hülle in der ersten Rille (24), wenn die Nase (14) der Hülle (13) an der ersten konkaven Krümmung anliegt und das längliche Element (1) in der radialen Ebene auf die Hülle (13) eine Presskraft der Nase (14) der Hülle (13) gegen die Riemenscheibe aufbringt, wobei die Presskraft Fp eine Komponente CP lotrecht zur Achse der Riemenscheibe und eine laterale Komponente CL aufweist, wobei der hintere Rand (BF) der Hülle (13) nicht mit der ersten konkaven Krümmung in Kontakt ist oder mit einem Teil (251) der ersten konkaven Krümmung in Kontakt ist, unter Bildung, mit einer Geraden dp der radialen Ebene lotrecht zur Achse xa, die sich von der Achse des länglichen Elements x zum hinteren Rand der Hülle erstreckt, eines Winkels y wenigstens gleich einem Schlupfwinkel αt, wobei der Schlupfwinkel durch die folgende Formel angegeben wird: α ⁢ t = Arctan Cf ,
    Figure imgb0020
     wobei Cf der Reibungskoeffizient zwischen dem Material, das den äußeren Teil des Schwanzes der Hülle bildet, und dem Material ist, das die Oberfläche, die die Rille der Riemenscheibe begrenzt, bildet.
EP16707698.3A 2015-02-27 2016-02-26 Verkleidung, längliches verkleidetes element und schleppanordnung Active EP3261913B1 (de)

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FR1500388A FR3033158B1 (fr) 2015-02-27 2015-02-27 Carenage, element allonge carene et ensemble de remorquage
PCT/EP2016/054149 WO2016135323A1 (fr) 2015-02-27 2016-02-26 Carenage, element allonge carene et ensemble de remorquage

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FR (1) FR3033158B1 (de)
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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3379162A (en) * 1966-11-16 1968-04-23 Navy Usa Positioning device for cable fairing

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3347526A (en) * 1966-11-16 1967-10-17 Cymmer Thomas Guide for faired cable
US3461830A (en) * 1968-02-20 1969-08-19 Shell Oil Co Fairings for a marine towline
GB1248605A (en) * 1968-11-23 1971-10-06 Fathom Oceanology Ltd Low drag fairing configuration for flexible towing cables
US3670988A (en) * 1970-08-03 1972-06-20 Boeing Co Winch apparatus for faired towline
CA1206383A (en) * 1983-01-18 1986-06-24 Neville Hale Fairing assembly for towed underwater cables
US4542708A (en) * 1984-01-06 1985-09-24 Raytheon Company Composite cable fairing
JPS61113093U (de) * 1984-12-28 1986-07-17
US4829929A (en) * 1987-11-02 1989-05-16 Kerfoot Branch P Fluid-flow drag reducers
GB2445751B (en) * 2007-01-17 2009-02-25 Trelleborg Crp Ltd Fairing
FR2923452B1 (fr) 2007-11-09 2010-02-26 Thales Sa Dispositif retourneur d'ecailles notamment pour cable tracteur carene comportant de telles ecailles
FR3033155B1 (fr) * 2015-02-27 2018-04-13 Thales Ensemble de remorquage
FR3033154B1 (fr) * 2015-02-27 2018-03-30 Thales Carene, carenage, element allonge carene et ensemble de remorquage

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3379162A (en) * 1966-11-16 1968-04-23 Navy Usa Positioning device for cable fairing

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WO2016135323A1 (fr) 2016-09-01
AU2016223411A1 (en) 2017-09-07
AU2016223411B2 (en) 2019-10-24
SG11201706874VA (en) 2017-10-30
EP3261913A1 (de) 2018-01-03
ES2796281T3 (es) 2020-11-26
US10392081B2 (en) 2019-08-27
CA2977719C (en) 2023-03-28
FR3033158A1 (fr) 2016-09-02
FR3033158B1 (fr) 2018-04-13
US20180244353A1 (en) 2018-08-30

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