EP3265374B1 - System zur schiffssteuerung - Google Patents

System zur schiffssteuerung

Info

Publication number
EP3265374B1
EP3265374B1 EP16713994.8A EP16713994A EP3265374B1 EP 3265374 B1 EP3265374 B1 EP 3265374B1 EP 16713994 A EP16713994 A EP 16713994A EP 3265374 B1 EP3265374 B1 EP 3265374B1
Authority
EP
European Patent Office
Prior art keywords
vessel
mode
cat
swath
ballast
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.)
Active
Application number
EP16713994.8A
Other languages
English (en)
French (fr)
Other versions
EP3265374B8 (de
EP3265374C0 (de
EP3265374A1 (de
Inventor
Jens Bertil Arne ALLROTH
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.)
Christina Philip Soerensen Loetter
Original Assignee
Csl Enterprise Holdings Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Csl Enterprise Holdings Ltd filed Critical Csl Enterprise Holdings Ltd
Publication of EP3265374A1 publication Critical patent/EP3265374A1/de
Application granted granted Critical
Publication of EP3265374C0 publication Critical patent/EP3265374C0/de
Publication of EP3265374B1 publication Critical patent/EP3265374B1/de
Publication of EP3265374B8 publication Critical patent/EP3265374B8/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/107—Semi-submersibles; Small waterline area multiple hull vessels and the like, e.g. SWATH
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
    • B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C7/00—Methods or apparatus for discharging liquefied, solidified, or compressed gases from pressure vessels, not covered by another subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2207/00—Buoyancy or ballast means
    • B63B2207/02—Variable ballast or buoyancy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Definitions

  • the present invention relates to a system adapted for control of buoyancy of a vessel, which vessel is a catamaran (CAT), which catamaran is adapted to operate in a first CAT mode, which catamaran is adapted to operate in a second SWATH mode, which catamaran comprises a plurality of ballast tanks, which ballast tanks are mostly empty in the first CAT mode, which ballast tanks are mostly water-filled in the second SWATH mode.
  • CAT catamaran
  • US2011203507A discloses an ocean going transport vessel having a pair of parallel spaced apart longitudinal hulls, supporting a first deck portion located above and extending across the hulls and forming a structural link between the hulls, located toward one end of the hulls, and preferably above the normal operating waterline of said vessel.
  • Each hull includes a further deck portion extending at least from the first deck portion to the other end of the hulls.
  • the hulls have ballast tanks to allow adjustment of the draft and trim of the vessel.
  • the hulls and deck portions form a U-shape when viewed from above and below.
  • a void extends between further deck portions and associated hulls for stowage or suspension of a load or a subassembly such as a cradle, a frame, or a deck.
  • the further deck portions extend longitudinally beyond the hulls, supported in cantilever-type fashion as cantilevered deck portions which each include a docking point arranged to support the vessel by the cantilevered deck portions, by the docking point resting on a structural support.
  • the object of the invention can be achieved by a system as disclosed in the opening paragraph and further modified in that the first CAT mode lightship weight is distributed towards midship, and in the second SWATH mode water ballast is distributed towards the ends of vessel which system comprises one or more foils and/or interceptors, which foils and/or interceptors are turned or pitch-controlled by actuators which foils and/or interceptors are controlled by an active ride control system.
  • a vessel designed to operate in two different modes of operation can be achieved where a first CAT mode is preferred for transportation of the vessel which is highly efficient because the vessel is operating at a relatively low draft, and in the CAT mode, the water line follows the two hulls of the vessel. In the light ship CAT mode, most of the mass of the ship is concentrated towards the mid-ship. In this way the moment of inertia is kept relatively small, and the efficiency of the active mode control foils and interceptors is improved.
  • the system can comprise one or more foils and/or interceptors, which foils and/or interceptors are controlled by an active ride control system.
  • the longitudinal metacentric height in the CAT mode is placed relatively high above the vessel. Therefore the ship has an increased stability, and it is possible by relatively low fuel consumption to operate at a relatively high speed of the vessel because most of the vessel is above water. Only the two hulls have to be driven through the water.
  • the vessel is relatively low in water, and the water plane is now distributed on the legs that are connecting the upper part of the vessel to the hulls in water. In that way, the vessel is much heavier because the ballast tanks are now filled with sea water and this leads to a distribution of the mass of the vessel so that heavy weights are formed in both ends of the vessel.
  • the longitudinal metacentre is placed relatively low compared with the place of the longitudinal metacentre in the CAT mode.
  • the vessel now forms a relatively stable working platform which vessel can be moved but at a lower speed than in the CAT mode.
  • the centre of floatation of the vessel in the first CAT mode can be located well aft of midship. Hereby further hydrodynamic stabilisation of the ship can be achieved.
  • the seawater ballast tanks will most often be empty but it is possible to adjust the water level in the ballast tanks.
  • a quickly acting sea water ballast system in the first CAT mode of operation can be driven by at least one air compressor.
  • the ballast system it is possible relatively fast to change the amount of ballast that is effected by the compressors, which in one situation are able to fill the ballast tanks by reducing the pressure above the water level in the tanks, and in the opposite situation, the same compressors can increase the air pressure above the water level and thereby press the water out of the ballast tank. It is possible to let the compressors work in common with more tanks, but it is also possible by a preferred embodiment to have one compressor per tank. When working with one compressor per tank, these compressors can be connected by tubing in a way so that compressors can take over the function of other compressors in situations where malfunction of one of the compressors occurs.
  • the water plane area in the second SWATH mode can be distributed on three or more legs.
  • the water plane in the SWATH mode the water plane is very limited because the water plane is only around the relatively small-area legs that are connecting the upper part of the vessel with the two longitudinal hulls. In that way the influence of the waves rolling along the ship is very limited because the volume for drift that is being changed to be below or above water level is very limited.
  • the main part of the water plane area in the second SWATH mode can be concentrated towards mid ship.
  • the longitudinal metacentre is placed relatively low.
  • a quickly acting sea water ballast system in the second SWATH mode can be driven by air compressors used for trim of the vessel.
  • air compressors used for trim of the vessel.
  • vertical accelerations of the vessel can be reduced by increasing the moment of inertia of the vessel by increasing the mass of the vessel, and by maximizing the distance between the water ballast and the vessel centre of gravity.
  • the floating body is a catamaran vessel with the ability to increase the draft into the second SWATH mode (Small Waterplane Area Twin Hull) by means of a quickly acting sea water ballast system.
  • SWATH mode Small Waterplane Area Twin Hull
  • a large metacentric height generally results in large accelerations.
  • a too small metacentric height endangers the stability of the vessel.
  • the metacentric height is calculated as the distance between the centre of gravity of a ship (G) and its metacentre (M).
  • the metacentre is determined by the ratio between the inertia resistance of the boat and the volume of the boat.
  • the inertia resistance is a quantified description of how the water plane area at the waterline is distributed in order to resist overturning.
  • M L longitudinal
  • M T transverse
  • the accelerations can be reduced by increasing the moment of inertia of the vessel. In practice this can be effected by increasing the mass of the vessel and by maximizing the distance between the weight and the vessel centre of gravity. A lightweight vessel generally experiences larger accelerations than does a heavier vessel.
  • the reason for changing into SWATH mode is to cancel the poor acceleration characteristics of a high-speed catamaran hull by making use of the above-mentioned principles.
  • the waterplane area is minimized and concentrated towards midship.
  • the mass is increased as the ballast tanks are filled with sea water, and the location of the tanks further increases the moment of inertia.
  • the result is a vessel with both the characteristics of a high-speed catamaran, as well as the benefits of a very stable working platform of a SWATH vessel. It is all made possible by a quickly acting sea water ballast system driven by air compressors.
  • FIG. 1 shows a sectional view of a vessel 4 which vessel comprises a deck or upper section and underwater hulls 6,8 which underwater hulls 6,8 comprise front ballast tanks 10,2 and aft ballast tanks 14,16. Further there are indicated engine rooms 18,20 and on the deck there are indicated front compressors 22,24 and aft compressors 26,28.
  • the vessel 2 In CAT mode the vessel 2 will operate with ballast tanks 10,12 and 14,16 being mostly empty. Therefore a relatively heavy mass of the vessel is concentrated in the engine rooms 18,20. Therefore most of the weight of the ship is concentrated near the centre. In the CAT mode where the mass is concentrated midship whereby a relatively high placement of the longitudinal metacentre is achieved. In the opposite position when the ballast tanks 10,12 and 14,16 are mostly water-filled, the vessel is operating in SWATH mode. The heavy weight of the ballast water is now placed in the front and in the aft of the hulls. This will give a mostly lower placement of the longitudinal metacentric height. Hereby a relatively stabilised working condition is achieved when the ship has to be operating for example near an open-sea windmill farm.
  • the SWATH mode is highly efficient for keeping the vessel very stable, but is not efficient for sailing over long distances.
  • FIG. 2 shows a further sectional view of the invention, but now in the horizontal plane, and relatively below water level.
  • the figure 2 indicates the two underwater hulls 6,8 comprising ballast tanks 10,12,14 and 16. Further there are indicated engine rooms 18 and 20 placed in the hulls 6,8. Front thrusters are indicated in cavities 30 and 32 in the hulls 6,8. The front thrusters of course comprise one or more propels which can be operated in the channels 30,32. Further there are indicated foils 34 and 36 which foils are operated by actuators 38 and 40. Additional foils and/or interceptors may be located near the stern. Aft of the hulls 6,8 there are indicated screw shafts 42 and 44 and screws 46 and 48. The screws may also be located below the hulls.
  • the ballast tanks 10,12,14,16 can more or less be filled with seawater by means of compressors as indicated in fig. 1 .
  • the foils 34,36 can be turned or pitch-controlled by the actuators 38,40. Because the change of the foils can be performed rather rapidly it is a highly efficient way of achieving further stability of the vessel 4. If the vessel has some speed ahead it is possible to change the pitch and roll by turning the foils 34,36 and in that way stabilise the vessel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Claims (7)

  1. System (2), das zur Steuerung des Auftriebs eines Schiffs (4) geeignet ist, wobei das Schiff (4) ein Katamaran (CAT) ist, wobei der Katamaran geeignet ist, in einer ersten CAT-Betriebsart zu arbeiten, wobei der Katamaran geeignet ist, in einer zweiten SWATH-Betriebsart zu arbeiten, wobei der Katamaran eine Vielzahl von Ballasttanks (10,12,14,16) umfasst, wobei die Ballasttanks (10,12,14,16) in der ersten CAT-Betriebsart größtenteils leer sind, wobei die Ballasttanks (10,12,14,16) in der zweiten SWATH-Betriebsart größtenteils mit Wasser gefüllt sind,, wobei in der ersten CAT-Betriebsart das Gewicht des Feuerschiffs zur Mitte hin verteilt ist und in der zweiten SWATH-Betriebsart der Wasserballast zu den Enden des Schiffes hin verteilt ist, dadurch gekennzeichnet, dass das System zwei oder mehr Folien und/oder Abfangvorrichtungen (34,36) umfasst, die am vorderen Ende des Schiffes anzuordnen sind, wobei die Folien und/oder Abfangvorrichtungen (34,36) durch ein aktives Fahrsteuerungssystem gesteuert werden.
  2. System nach Anspruch 1, dadurch gekennzeichnet, dass in der ersten CAT-Betriebsart der Auftriebsmittelpunkt des Schiffes weit achtern in der Mitte des Schiffes liegt.
  3. System nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass in der ersten CAT-Betriebsart ein schnell wirkendes Seewasserballastsystem durch mindestens einen Luftkompressor (22,24,26,28) angetrieben wird.
  4. System nach einem der Ansprüche 1-3, dadurch gekennzeichnet, dass im zweiten SWATH-Modus die Wasserfläche auf drei oder mehr Schenkel verteilt ist.
  5. System nach einem der Ansprüche 1-4, dadurch gekennzeichnet, dass im zweiten SWATH-Modus der Hauptteil der Wasserfläche zur Mitte des Schiffes konzentriert ist.
  6. System nach einem der Ansprüche 1-5, dadurch gekennzeichnet, dass im zweiten SWATH-Modus das schnell wirkende Seewasserballastsystem von den Luftkompressoren (22,24,26,28) angetrieben wird, die für die Trimmung des Schiffes verwendet werden.
  7. System nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass vertikale Beschleunigungen des Schiffes durch Erhöhung des Trägheitsmomentes des Schiffes durch Erhöhung der Masse des Schiffes und durch Maximierung des Abstandes zwischen den Wasserballasttanks (10,12,14,16) und dem Schwerpunkt des Schiffes verringert werden.
EP16713994.8A 2015-03-04 2016-03-04 System zur schiffssteuerung Active EP3265374B8 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA201570119A DK178739B1 (en) 2015-03-04 2015-03-04 System for vessel control
PCT/IB2016/051221 WO2016139627A1 (en) 2015-03-04 2016-03-04 System for vessel control

Publications (4)

Publication Number Publication Date
EP3265374A1 EP3265374A1 (de) 2018-01-10
EP3265374C0 EP3265374C0 (de) 2025-09-17
EP3265374B1 true EP3265374B1 (de) 2025-09-17
EP3265374B8 EP3265374B8 (de) 2025-11-12

Family

ID=55650609

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16713994.8A Active EP3265374B8 (de) 2015-03-04 2016-03-04 System zur schiffssteuerung

Country Status (8)

Country Link
EP (1) EP3265374B8 (de)
KR (1) KR102554633B1 (de)
CN (1) CN107580579B (de)
DK (1) DK178739B1 (de)
ES (1) ES3055981T3 (de)
MY (1) MY194309A (de)
PL (1) PL3265374T3 (de)
WO (1) WO2016139627A1 (de)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1987002641A1 (en) * 1985-11-01 1987-05-07 Lockheed Missiles & Space Company, Inc. High-speed semisubmerged ship maneuvering system
US5787828A (en) * 1996-11-27 1998-08-04 Service Marine Industries, Inc. Swath cargo ship
WO2012136980A1 (en) * 2011-04-08 2012-10-11 Ocean Surveys, Sciences And Engineering Associates Limited Buoyancy device

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0161356A1 (de) * 1982-10-18 1985-11-21 Phillip Lincoln Mayall Seefahrzeug für Unterwasserbeobachtung
JPS63251392A (ja) * 1987-04-09 1988-10-18 Tetsuo Suzuki 半没水複胴船
US5937777A (en) * 1995-12-16 1999-08-17 Mission Yachts Plc Monohull water-borne craft
JP3054116B2 (ja) * 1997-12-15 2000-06-19 吉田 俊夫 半潜水式双胴船およびその航走方法
DE20202567U1 (de) * 2002-02-19 2002-05-02 Abeking & Rasmussen, Schiffs- und Yachtwerft GmbH & Co., 27809 Lemwerder SWATH-Lotsenboot
DE20212117U1 (de) * 2002-08-07 2003-12-18 Maschinen- Und Antriebstechnik Gmbh & Co. Kg Boot nach Art eines SWATH-Schiffes
EP1560747A4 (de) * 2002-11-12 2007-01-17 Lockheed Corp Seefahrzeug mit variablem tiefgang
CN100493936C (zh) * 2004-11-08 2009-06-03 陈旃 能够兼具浅滩靠岸和高速行驶的变形船
US20070039537A1 (en) * 2005-08-22 2007-02-22 Lockheed Martin Corporation Method and Apparatus for Ballast-Assisted Reconfiguration of a Variable-Draft Vessel
WO2013043171A2 (en) * 2011-09-21 2013-03-28 Juliet Marine Systems, Inc. Fleet protection attack craft and submersible vehicle
AU2009310624B2 (en) * 2008-10-28 2014-05-22 Piet Ellnor Ocean going transport vessel with docking arrangements
CN104369835B (zh) * 2013-08-16 2017-07-07 中集海洋工程研究院有限公司 双吃水三体科学考察船
DE202014007133U1 (de) * 2014-09-08 2015-12-10 Abeking & Rasmussen Schiffs- Und Yachtwerft Aktiengesellschaft Wasserfahrzeug zur Bekämpfung von Ölverschmutzungen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1987002641A1 (en) * 1985-11-01 1987-05-07 Lockheed Missiles & Space Company, Inc. High-speed semisubmerged ship maneuvering system
US5787828A (en) * 1996-11-27 1998-08-04 Service Marine Industries, Inc. Swath cargo ship
WO2012136980A1 (en) * 2011-04-08 2012-10-11 Ocean Surveys, Sciences And Engineering Associates Limited Buoyancy device

Also Published As

Publication number Publication date
EP3265374B8 (de) 2025-11-12
EP3265374C0 (de) 2025-09-17
KR20170128357A (ko) 2017-11-22
MY194309A (en) 2022-11-27
CN107580579B (zh) 2020-04-10
CN107580579A (zh) 2018-01-12
ES3055981T3 (en) 2026-02-17
KR102554633B1 (ko) 2023-07-11
DK201570119A1 (en) 2016-09-26
PL3265374T3 (pl) 2026-03-02
WO2016139627A1 (en) 2016-09-09
EP3265374A1 (de) 2018-01-10
DK178739B1 (en) 2016-12-19

Similar Documents

Publication Publication Date Title
US3623444A (en) High-speed ship with submerged hulls
EP2214955B1 (de) System und verfahren zur aktiven und passiven stabilisierung eines schiffs
US10875606B2 (en) Powerboat
JP2002516785A (ja) 高速ハイブリッド船舶
US8955451B2 (en) Foil structure for providing buoyancy and lift
EP3395667B1 (de) Stabilisierter rumpf für ein kielförmiges einrumpfsegelboot oder segel- und motorboot
EP2945845B1 (de) Schnelles schiff
WO2012136980A1 (en) Buoyancy device
US7207285B2 (en) Variable hybrid catamaran air cushion ship
US20120132124A1 (en) SPAR Based Maritime Access Vehicle
US8286570B2 (en) Hull for a marine vessel
EP3265374B1 (de) System zur schiffssteuerung
EP3424809B1 (de) Schiff mit grossem verdrängungsvolumen
US20060196403A1 (en) Stable, high-speed marine vessel
RU107759U1 (ru) Многокорпусное судно
EP4061696A1 (de) Wasserfahrzeug
NO322547B1 (no) Hybridfartoy for hoye hastigheter
JPH0510190U (ja) 複合支持型超高速船

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170915

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20190121

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

RIC1 Information provided on ipc code assigned before grant

Ipc: B63B 43/06 20060101ALI20250323BHEP

Ipc: B63B 39/06 20060101ALI20250323BHEP

Ipc: B63B 1/10 20060101AFI20250323BHEP

INTG Intention to grant announced

Effective date: 20250410

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: CH

Ref legal event code: W10

Free format text: ST27 STATUS EVENT CODE: U-0-0-W10-W00 (AS PROVIDED BY THE NATIONAL OFFICE)

Effective date: 20251006

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602016093589

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: Q17

Free format text: ST27 STATUS EVENT CODE: U-0-0-Q10-Q17 (AS PROVIDED BY THE NATIONAL OFFICE)

Effective date: 20251015

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 602016093589

Country of ref document: DE

Owner name: CHRISTINA PHILIP SORENSEN LOTTER, GB

Free format text: FORMER OWNER: CSL ENTERPRISE HOLDINGS LIMITED, ST PETER PORT, GB

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: CHRISTINA PHILIP SOERENSEN LOETTER

U01 Request for unitary effect filed

Effective date: 20251016

U07 Unitary effect registered

Designated state(s): AT BE BG DE DK EE FI FR IT LT LU LV MT NL PT RO SE SI

Effective date: 20251021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250917

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251218

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251217

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 3055981

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20260217

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250917

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20260303

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NO

Payment date: 20260326

Year of fee payment: 11

Ref country code: IE

Payment date: 20260309

Year of fee payment: 11

U20 Renewal fee for the european patent with unitary effect paid

Year of fee payment: 11

Effective date: 20260309

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20260117

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: TR

Payment date: 20260226

Year of fee payment: 11

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250917

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20260303

Year of fee payment: 11

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250917