EP3274252B1 - Hull buoyancy device and salvaging apparatus - Google Patents

Description

The invention relates to a fuselage buoyancy device according to the preamble of claim 1.

In the following statements, the term "hull" is understood to mean any floating body. For example, it can be the hull of a ship (powered by a motor, muscle power or wind power), a board or some other element that can be moved in the water or lowered to the ground in the water.

Furthermore, the term pressure medium should be understood to mean that it has a lower density than water and thus serves as a buoyancy device.

Such a torso buoyancy device is for example in the DE 199 21 670 A1 disclosed. This known fuselage buoyancy device has at least two buoyancy bodies (floaters) which are connected to one another via a non-positive connection. The floaters are inflatable and can be positioned on both sides of the keel line of a ship's hull when deflated, the non-positive connection means extending across this keel line so that the two buoyancy bodies are arranged on both sides of the keel line. After positioning, the buoyancy bodies are supplied with compressed air so that the increase in volume of the buoyancy bodies creates buoyancy that is sufficient to lift the ship and make it maneuverable again.

The disadvantage of this solution is that it is very difficult to remove the fuselage buoyancy device after it has been lifted, since the buoyancy bodies are pressed against the ship's side with great force.

It is therefore relatively difficult to maneuver the ship out of the damaged area with the buoyancy body resting against the hull.

The DE 32 27 348 A1 discloses a hull buoyancy device with elongated floaters that extend substantially the entire length of the underwater hull. These floaters are also firmly attached to the hull with ropes.

The U.S. 5,860,379 discloses a fuselage buoyancy device with pillow-like floaters.

In contrast, the invention is based on the object of creating a torso buoyancy device, the handling of which is simplified.

The claimed hull buoyancy device according to the invention has at least two floaters which are connected to one another via a connecting means and are designed such that they can be attached to an underwater hull in a buoyancy position to increase buoyancy. The floaters can be filled with pressure medium, preferably air, via a pressure medium source. According to the invention, according to a first aspect, a device for connecting the floaters to a pressure medium sink is also provided, by means of which the pressure medium pressure can be reduced in the buoyancy position.

In this way it is possible to use some pressure medium, e.g. Air, so that they are easier to move along the underwater hull. To remove the fuselage buoyancy device, for example after it has been rescued, the pressure medium can be completely sucked off or drained off via the pressure medium sink, so that removal is significantly simplified. A vacuum can be applied to the floaters for suction.

The recovery device according to the invention has at least two such fuselage lifting devices, which are connected to each other via a suitable longitudinal connection, so that they can be attached, for example, in the bow and stern area, so that the fuselage can be lifted over its entire length.

According to the invention, a pressure chamber receptacle into which a pressure chamber is inserted is formed on the flexible system or in one piece with the flexible system.

The pressure chamber is approximately annular and an outer edge of the pressure chamber receptacle is approximately circular.

In one embodiment of the invention, the pressure medium source and the pressure medium sink are formed by a pump with a reversible delivery direction. The device can also be a valve via which the floaters can be connected to the pressure medium sink for filling and to the environment for draining. The emptying is supported by the water pressure.

In order to improve the positional positioning of the hull buoyancy device, each floater can be assigned a fastening means for fixing the respective floater in the respective buoyancy position on an area of the hull located above the waterline.

To adjust the floater position, the connecting means is preferably designed to be adjustable in length.

Bringing the fuselage buoyancy device into the buoyancy position is simplified if the connecting means is designed as or with a lowering weight that is at least so heavy that the buoyancy force of the floater is overcome in the unfilled state.

In one embodiment, the floaters are designed in such a way that they laterally support the hull when it falls dry, for example in a tidal body of water - the floater in question then acts as a mudflat support. It is particularly advantageous if the geometry of the floater is optimized with regard to the lateral support of the fuselage.

In order to seal a leak, the fuselage buoyancy device can be designed as or with a leak sail which can be brought into contact with the fuselage by means of the floater or floaters.

Stowing the fuselage buoyancy device is particularly easy if the floaters can be rolled up or folded in the deflated state.

It is particularly preferred if the entire unit is arranged in a pocket.

Alternatively, the hull buoyancy device can also be integrated into the hull of a watercraft.

In one embodiment of the invention, the floaters are annular.

According to the invention, a flexible system of the floater is designed such that it rests frictionally and / or positively on the ship's side, so that a buoyancy force of the floater can be transmitted to the ship's side in a sealing, frictional and / or form-locking manner. Preferably, the floater can be held tightly, frictionally and / or positively on the side of the ship even when driving slowly.

The floater or its support can thus be designed in such a way that it remains in the predetermined position without additional holding means.

For the "frictional connection" connection variant, it is provided that static friction with the ship's side can be established or built up and maintained via the flexible installation of the floater. In principle, this installation of the floater is preferably designed so that it can be held in its contact position on the fuselage even without the connecting means according to the invention.

If the ship's side is roughly horizontal in the area of the lift position or has an angle of less than 65 degrees to the horizontal, this is usually the case possible without major technical effort. With increasing steepness of the drop side (e.g. 65 to 75 degrees from the horizontal), increasing demands are placed on this static friction between the flexible system and the drop side, so that the flexible system has to be (increasingly) rough or adhesive.

For the second connection variant "form fit" it is advantageous if the drop side is uneven, e.g. Due to a shape of the underwater hull for guiding the water flow, in particular with longitudinal grooves or longitudinal webs. For this purpose, the flexible system is designed so that it can adapt to the given unevenness of the ship's side. A certain elastic deformability of the flexible system can be helpful, so that the inner areas of the outer edge can still extend into a recess (e.g. longitudinal groove) in the ship's side when the outer edge is already pressed on and fixed. The second connection variant can also be viewed as a mixture of form fit and force fit. The system is preferably also sealing.

The form fit can be improved if the flexible system is approximately in the transverse direction, e.g. in the lift position has structures running parallel to the longitudinal grooves or longitudinal webs.

In a further development, the flexible system is developed into a leakage sail that lies tightly against the fuselage. The floater can thus also be used to seal a leak, the floater sealingly covering the leak. The registrants reserve the right to make their own independent claims on the leaking sail.

If the flexible system has a concave shape, it can optimally adapt to most of the ship's sides and produce the frictional connection and / or positive connection according to the invention. Furthermore, the penetration of water between the flexible system of the filled floater and the ship's side can be made more difficult. This makes it easier to maintain the frictional engagement and / or positive engagement according to the invention.

Furthermore, the tightness of the leak seal can also be improved by the concave shape.

In the case of the "form fit" connection variant, in particular, it is advantageous if the pressure chamber is also designed to be flexible so that it can adapt to the given shape of the ship's side, in particular to longitudinal grooves or longitudinal webs.

The pressure chamber receptacle can completely surround the pressure chamber, so that the latter is particularly well protected and the demands on its wear resistance can be reduced. Alternatively, the pressure chamber receptacle can consist of fastening sections (e.g. evenly distributed around the circumference), between which drainage openings remain.

In addition, the pressure chamber receptacle can have a circumferential inner wall. A truck or tractor tire tube, which is also available on the market at low cost, is also suitable as a pressure chamber. With a concentric configuration, self-centering of the pressure chamber in the pressure chamber receptacle is made possible.

If the flexible system is also circular, it is preferred if the pressure chamber is also concentric to the flexible system and is smaller than the flexible system. This is a disadvantage of the elongated floater DE 32 27 348 A1 fixed that could cover the intake opening for engine cooling water, as they extend the entire length of the underwater hull.

The pressure medium source can be a pump which can be operated manually or electrically e.g. is operated with a battery. The pressure medium source can also have a pressure accumulator, in particular a compressed air cylinder.

The second aspect of the invention “friction fit and / or form fit” can be developed according to the first aspect. More precisely, a device for connecting the pressure chamber of the floater to a pressure medium sink for reducing the pressure medium pressure or for partial emptying of the pressure chamber in the buoyancy position.

This device can be a valve, e.g. be a pilot operated check valve, and the pressure medium sink can be the environment.

The pressure medium sink and the pressure medium source can also be formed jointly by the pump with a reversible delivery device.

According to one embodiment of the invention, the floater is "packed under vacuum", that is, by applying a vacuum via the above-mentioned pressure medium sink or via measures provided at the factory, air or other gas present in the floaters and in the other pressure medium flow paths is sucked out so that the packaging volume of the floater is reduced to a minimum. The weight of the floater is designed so that it is greater than the buoyancy of the entire arrangement, so that the floater sinks due to its own weight and can thus be easily positioned under the fuselage without additional weights. In addition, by applying the vacuum, the packing volume of the entire arrangement is minimized, so that very little storage space is required. The dead weight of the floater can be adjusted via an additional weight or the like.

Of course, this design (dead weight of the floater greater than the buoyancy of the arrangement) can also be used with the leakage sail mentioned.

The floater can have a pliable traction means attached to an upper side of the fuselage for handling. This can extend over the entire inside of the flexible system and also have a section protruding downwards.

If the flexible traction device is a belt, twisting can be prevented. If the belt is two-colored, for example two-layer, twisting can be detected and prevented even more easily.

The limp traction means can preferably also be used as a fastening means for fixing the floater in the buoyancy position on an area of the hull located above a waterline.

If a pressure line is guided along the pliable traction means or in the pliable traction means, this can serve as a strain relief for the pressure line. The pressure line is preferably arranged on the outside of the traction means, that is to say on a side of the traction means facing away from the fuselage.

If the pressure line is accommodated in the traction means further developed as a two-layer belt or as a fabric hose (fire hose), it is particularly well protected.

Preferred is a depth indicator, e.g. in the form of changing colors or numbers is attached to the pliable traction means or to a rope attached to it. over which a depth of the floater can be displayed.

If a lowering weight (lead line) is provided, the weight of which is greater than the buoyancy of the floater in the unfilled state, the unfilled floater can be specifically lowered at the desired point on the ship's side to the buoyancy position. The lowering weight is preferably fastened to the section protruding downwards. The lowering weight can be designed as a ring. This variant can be advantageous if the floater's own weight is not greater than the buoyancy force that acts when it is lowered.

In a further development of the fuselage buoyancy device according to the invention, which can be used in a variety of ways, the floater is designed as a watt support, so that it can support the fuselage laterally if it falls dry. A certain wear resistance is then required on the outside of the floater and, due to the uneven loading, a high level of tear resistance.

For space-saving stowage and / or for repeated use, the floater can preferably be rolled up or folded when it is empty. Then the flexible system can serve as the outside of the rolled up or folded floater.

If the pump has a reversible conveying device to generate a vacuum, or if a Venturi nozzle is provided via which the pressure chamber of the floater can be largely emptied, the floater then has a minimal packing volume.

For bilateral or symmetrical generation of buoyancy on the fuselage, the bilateral construction of the fuselage buoyancy device according to the invention with two floaters is used, the two floaters being connected to one another via a connecting means. The connecting means can be attached to the two downward protruding sections or to the two lowering weights. The connecting means can be designed as the lowering weight to reduce the number of parts. The connecting means can be designed to be adjustable in length for adaptation to different hulls or to different points on the hull.

A variation of the height and / or the position of the two buoyancy positions of the two floaters can be set by varying the connection points and thus a variation of the oblique bracing of the two fastening means in an approximately horizontal direction on the hull (above the waterline), especially if the connection means is below the keel remains in the same place.

It is particularly preferred if the two floaters of the hull buoyancy device on both sides and the respective depth indicators are designed symmetrically. If, for example, a person positions the assigned floater on each side of the fuselage, the two depths of the two floaters indicated by the depth display can be compared before they are filled with the pressure medium. This means that the hull can then be lifted evenly using the two symmetrically attached floaters.

A uniform lifting of the fuselage during the filling with pressure medium can be ensured or made possible with a Y-adapter developed further to form a trim valve be, via which the pressure medium source can be connected to the two pressure chambers of the floater. A distribution of the pressure medium flowing to the two floaters can thus be controlled.

A check valve is advantageously provided between the Y-adapter and each pressure chamber to safely maintain the filling pressure of the floater concerned. If the non-return valve can be unlocked, a side of the fuselage that has been raised too far can be lowered a little and a misalignment can be corrected.

A recovery device can be created with two trunk lift devices that are spaced apart from one another in the longitudinal direction, the two trunk lift devices being connected to one another via a longitudinal connection.

In a particularly preferred recovery device with two fuselage lifting devices on both sides, the pressure chambers of the two pairs of floaters have different volumes. Preferably in a ratio of 1 to 2, e.g. 500l to 1000l. With such a recovery device, three levels of buoyancy can be generated in which either only the pair with the two smaller floaters or only the pair with the two larger floaters or both pairs of floaters are used.

The recovery device can also be developed as a roll recovery device, via which the fuselage can also roll over a shoal. For this purpose, either the above-mentioned floaters can be used or designed as roll-mountain floaters or additional roll-mountain floaters are provided. In the latter case, a modular recovery device is created in which the appropriate floater type is used depending on the application. The rolling mountain floaters preferably have a circular cylindrical cross-sectional area so that they can roll between the shoal and the hull.

Furthermore, a bag or a case can be provided to hold the at least one floater and the associated components, or the at least one floater is stowed in a box on deck. In an optically particularly inconspicuous further development, the floaters are integrated into the hull on both sides.

• Figur 1 eine Prinzipdarstellung einer Bergeeinrichtung mit zwei erfindungsgemäßen Rumpfauftriebseinrichtungen;
• Figur 2 die Bergeeinrichtung gemäß Figur 1 in einem an ein Schiff angebrachten Zustand;
• Figur 3 eine Rumpfauftriebseinrichtung der Bergeeinrichtung in Einzeldarstellung;
• Figur 4 den prinzipiellen Ablauf einer Bergung mittels einer erfindungsgemäßen Rumpfauftriebseinrichtung / Bergeeinrichtung;
• Figur 5 einen Querschnitt eines Rumpfes mit einem Floater mit reibschlüssiger, vorzugsweise dichtender Befestigung in einer schematischen Darstellung;
• Figur 6 einen Querschnitt eines Rumpfes mit einem Floater mit formschlüssiger, vorzugsweise dichtender Befestigung in einer schematischen Darstellung;
• Figur 7 den Floater aus Figur 6 mit einer Druckkammer und mit einem Teil einer Druckkammeraufnahme;
• Figur 8 eine Anbindung eines oberen Gurtes an den Floater aus Figur 7;
• Figur 9 eine Anbindung eines unteren überstehenden Abschnitts an den Floater aus Figur 7;
• Figur 10 einen Ausschnitt einer beidseitigen Rumpfauftriebseinrichtung in einer schematischen Darstellung;
• Figur 11 einen Abschnitt einer Tiefenanzeige;
• Figur 12 ein Trimmventil für die beidseitige Rumpfauftriebseinrichtung gemäß Figur 10 mit einem gemeinsamen Schlauch;
• Figur 13 ein Trimmventil für die beidseitige Rumpfauftriebseinrichtung gemäß Figur 10 mit einem Druckspeicher;
• Figur 14 Ansichten eines weiteren Ausführungsbeispiels einer erfindungsgemäßen Rumpfauftriebseinrichtung;
• Figur 15 eine Explosionsdarstellung der Rumpfauftriebseinrichtung gemäß Figur 14;
• Figur 16 eine Figur 14a entsprechende Detailansicht;
• Figur 17 eine Figur 16 entsprechende Darstellung mit teilweise geöffneter Revisionsöffnung;
• Figuren 18, 19, 20 und 21 Detaildarstellungen der Rumpfauftriebseinrichtung gemäß den Figuren 14 bis 17 und
• Figur 22 eine Ansicht einer Variante des Ausführungsbeispiels gemäß den Figuren 14 bis 21.

Preferred embodiments of the invention are explained in more detail below with reference to schematic drawings. Show it:

• Figure 1 a schematic representation of a recovery device with two trunk lift devices according to the invention;
• Figure 2 the recovery facility according to Figure 1 in a condition attached to a ship;
• Figure 3 a torso lift device of the recovery device in an individual representation;
• Figure 4 the basic sequence of a rescue by means of a trunk lift device / recovery device according to the invention;
• Figure 5 a cross section of a hull with a floater with frictional, preferably sealing fastening in a schematic representation;
• Figure 6 a cross section of a fuselage with a floater with a form-fitting, preferably sealing attachment in a schematic representation;
• Figure 7 the floater off Figure 6 with a pressure chamber and with part of a pressure chamber receptacle;
• Figure 8 a connection of an upper strap to the floater Figure 7 ;
• Figure 9 a connection of a lower protruding section to the floater Figure 7 ;
• Figure 10 a section of a bilateral fuselage lift device in a schematic representation;
• Figure 11 a portion of a depth indicator;
• Figure 12 a trim valve for the bilateral fuselage buoyancy device according to Figure 10 with a common hose;
• Figure 13 a trim valve for the bilateral fuselage buoyancy device according to Figure 10 with a pressure accumulator;
• Figure 14 Views of a further embodiment of a fuselage buoyancy device according to the invention;
• Figure 15 an exploded view of the fuselage lift device according to Figure 14 ;
• Figure 16 a Figure 14a corresponding detailed view;
• Figure 17 a Figure 16 corresponding representation with partially opened inspection opening;
• Figures 18, 19, 20 and 21st Detailed representations of the trunk buoyancy device according to FIGS Figures 14 to 17 and
• Figure 22 a view of a variant of the embodiment according to the Figures 14 to 21 .

Figure 1 shows a basic illustration of a recovery device 1 according to the invention, which has two torso lift devices 2, 2 ′ which are connected to one another by means of a longitudinal connection 4.

According to the invention, each fuselage buoyancy device 2, 2 ′ has two floaters 6, 8, which are each connected to one another via a connecting means 10. In this embodiment, fastening means 12, 14 are formed on each floater 6, 8, via which the respective hull buoyancy device 2, 2 'in the deck area of the watercraft, for example a ship 16 ( Figure 2 ), can be determined.

The longitudinal connection 4 is formed by one or more ropes 18, which are guided through a multiplicity of loops 20 of the floaters 6, so that a zigzag-shaped connection is formed. Of course, a plurality of parallel ropes or the like can also be provided.

Figure 2 shows the recovery device 1 in a state attached to the ship 16, in this case a motor yacht. In this case, for example, one fuselage buoyancy device 2 is located in the bow area and the other fuselage buoyancy device 2 'is located in the stern area, so that the entire fuselage can be raised. The longitudinal connection 4 is designed to be adjustable, so that the positioning of the hull lifting devices 2, 2 'in the stern and bow area is simplified and can be adjusted to different ship lengths.

As shown in Figure 2 the fastening means 12 are guided upwards out of the waterline 22 into the deck area 24 and fixed there on a cleat or winch, so that the respective hull buoyancy device 2, 2 'is fixed in position. The positioning takes place in such a way that the two floaters 6, 8 rest on both sides of a keel line 26 on the hull of the ship 16, so that in the side view according to FIG Figure 2 only the floaters 6 of the respective fuselage buoyancy device 2, 2 'are visible.

The floaters 6, 8 are designed as inflatable bodies. It is preferred if this is in the emptied state according to Figure 2 positioned in their respective buoyancy position (in the stern and / or in the bow area) and then filled by means of a pump 28. Due to the buoyancy associated with the filling, the floaters 6, 8 are pressed against the fuselage wall or side walls and additionally positioned, the respective floaters 6, 8 via the connecting means 10 guided across the keel line (see Figure 1 ) are connected to each other. The pressure lines 30 for the filler or pressure medium, preferably air, are preferably also integrated into the fuselage buoyancy device 2, 2 'and do not have to be attached separately. The pump 28 or other conveying device is designed to be reversible in its conveying direction, so that the floaters 6, 8 can also be emptied via this device, for example to change the position or to remove the entire fuselage buoyancy device 2, 2 'or recovery device 1. Without such emptying, the change in the relative position or the removal is considerably simplified due to the considerable buoyancy of the floaters 6, 8 and the associated loading into the contact position on the fuselage.

As explained above, the floaters 6, 8 and the lines carrying pressure fluid are emptied / evacuated before they are stowed. The weight of the fuselage buoyancy device or the leaking sail together with the supply lines and the connecting means etc. is designed in such a way that the resulting dead weight is greater than the buoyancy force acting during lowering. This accordingly means that the floater / buoyancy device can be positioned in the intended area without additional weights. In addition, this evacuation ensures a particularly compact packaging and design, so that the storage space is minimized and handling when stowing is made easier.

The pump 28 can accordingly act both in the direction of pressure build-up and in the direction of pressure reduction (pressure medium source, pressure medium sink). The pump 28 can be operated manually or by a motor.

In principle, it is also possible to provide a separate pressure medium source and a separate device for emptying, both of which are connected to the respective pressure line 30. A valve can also be provided that connects the floaters 6, 8 with the pump 28 in one switching position and with the atmosphere in another switching position, so that the air is let out, the water pressure assisting the emptying.

Figure 3a shows an embodiment of a torso buoyancy device which can be used in a recovery device described above. In this exemplary embodiment, the two floaters 6, 8 are each formed in a ring shape. In the specific exemplary embodiment, each floater 6, 8 is formed, for example, by a tube of a truck tire or the like, which is characterized by maximum robustness and a high buoyancy volume and is entirely suitable for such an application. Of course, other floaters can also be used.

In Figure 3a the floaters 6, 8 are shown in the inflated state. In this view it can be seen that each floater 6, 8 is provided with a tarpaulin or cover 32, into which the respective floater 6, 8 after the air has been released (evacuating) via the pressure medium sink according to FIG Figure 3b Can be wrapped so that storage space is minimal. To fix the position, this cover 32 can be fixed with a Velcro strip 34.

As explained, the two floaters 6, 8 are connected via the connecting means 10, the end sections of which encompass a section of the annular floater 6, 8 via suitable tabs 36, 38. Specifically, the connecting means 10 is designed in sections as a chain 40, the weight of which is designed so that the weight is greater than the buoyancy of the floaters 6, 8 in the deflated state. In the lift position, the chain 40 extends transversely to the keel line 26. To avoid damage the chain 40 is covered in the contact area by a cover 42 which rests against the fuselage in the lift position.

The fastening means 12, 14 are fastened to the floaters 6, 8 diametrically to the loops 36, 38. This attachment can also take place via tabs or the like.

Each of the floaters 6, 8 is designed with a valve 44, 44 'to each of which a pressure line 30 is connected. These pressure lines 30 converge in a Y-adapter 48, which in turn is connected to the pressure medium source / pressure medium sink via a hose 50. In the illustrated embodiment, a hand-operated or motor-operated pump 28 is provided with a reversible delivery direction.

Such pumps 28 are available on the market and can, for example, be battery-operated.

After use, as explained above, the pressure medium is sucked out of the floaters 6, 8 via the pump 28. The pump 28 can be designed such that a vacuum can be applied so that any air is removed from the interior and the storage volume of the floaters 6, 8 is minimal.

In a subsequent, in Figure 3b The operation shown, the floaters 6, 8 are then rolled up and the cover 32 closed, so that two approximately cylindrical floater bodies result from which the other pressure medium connections extend.

This entire unit can then, as in Figure 3c can be stowed very compactly in a case 52.

In the Figure 3 The variant shown is characterized by a very compact structure with minimal storage volume, so that such a unit can easily be carried on any larger boat. In principle, it is also possible to already place the fuselage lifting device or the recovery device in the fuselage wall integrate so that in the event of an accident the hull can be lifted in the event of an impact.

The use of the torso buoyancy device is not limited to such salvage. In principle, the fuselage buoyancy device or the recovery device can also be designed with a leak sail that is suitably connected to the floaters and / or is pressed against the ship's side via these in the buoyancy position, so that the leak is reliably sealed and the ship the next Port. As mentioned above, the floaters 6, 8 themselves can be designed in such a way that they lie tightly against the hull wall and thus seal the leak - in this case the floaters 6, 8 themselves are designed as leak sails.

Another possible application is that the floaters 6, 8 are designed with regard to their geometry in such a way that, in the event of a dry fall in tidal water, the hull is supported laterally and thus remains in a comparatively upright position - the hull lifting device / recovery device then replaces one Watt support. The support position can be adjusted by varying the floater filling pressure.

The function of the recovery device is for clarification on the basis of Figure 4 explained.

It is assumed that a ship 16 or motorboat has run into a shallow 54 with its stern area or its drive. In this case, it is not possible to continue driving without damaging the drive / rear area. Normally, for example, the next high tide would have to be waited for in a tidal body of water, or a recovery vehicle would have to be called to tow the ship 16. This can be solved much more easily with the recovery device according to the invention.

As shown in Figure 4b the recovery device 1 with the two fuselage lifting devices 2, 2 'connected to one another in the longitudinal direction is guided from the bow area under the fuselage, the floaters 6, 8 on different Sides of the fuselage are arranged. The recovery device 1 or the hull lifting devices 2, 2 ′ are then guided along the keel line 26 into the area of the shoal 54 and fixed in position in the desired position via the fastening means 12 in the deck area 24 of the ship 16. The floaters 6, 8 are then shown in FIG Figure 4c filled with pressure medium (indicated by the small arrows and the dashed lines), so that the buoyancy of the floaters 6, 8 increases and the stern can be lifted off the shoal 54 accordingly (see Figure 4d ). The floaters 6, 8 or their contact surface on the fuselage wall is preferably designed in such a way that the floaters 6, 8 are held non-positively or positively in the predetermined area. The fastening means 12 therefore only serve to position the floaters - the holding force is preferably generated by the suitable design of the contact on the fuselage.

After taking off, the ship 16 can then drive out of the disaster area with engine power. Subsequently, the compressed air is then pumped or drained from the floaters 6, 8 via the pressure medium sink, so that they can again be withdrawn easily to the front of the bow.

As mentioned, one of the fuselage buoyancy devices 2, 2 'is sufficient to lift the fuselage in one area and thus to free itself from a shoal.

The buoyancy of the floaters 6, 8 is designed so that it is sufficient to lift a ship in sections. Different floater sizes can therefore be provided depending on the displacement of the ship.

Figure 5 shows an embodiment of a single floater 6 of a one-sided hull buoyancy device 2 not belonging to the invention with a backboard or starboard side of the corresponding hull of a ship 16 in cross section. The floater 6 was brought to the desired buoyancy position 56 of the underwater hull and then filled with the pressure medium serving as a buoyancy device, with Figure 5 shows the floater 6 in its filled state. The floater 6 thus has the shape of an approximately circular cushion and also has a flexible system 58 with which it rests on the side and transfers its always vertical lift force A to the side.

The buoyancy force A is compensated by the sum of forces of a normal force N and a frictional force R to be transmitted by frictional engagement. Since the ship's side in the area of the lift position 56 has an inclination of about 45 ° relative to the horizontal or relative to the water line 22, the normal force N is about as great as the friction force R to be transmitted, so that the normal force is comparatively large in relation to the friction force R. is. So that in Figure 5 The illustrated embodiment of the floater 6 transfers the buoyancy force A to the ship 16 even without a force-fit connection - in particular without a rope that runs under the keel line 26. A frictional connection between the flexible system 58 of the floater 6 and the ship's side is used for this purpose.

If different from the in Figure 5 If a higher lift position is selected, in the area of which the drop side shown by way of example is steeper, the normal force N becomes smaller and the friction force R to be transmitted is larger. This worsens the ratio of the normal force N to the friction force R to be transmitted. If this ratio falls below a critical value, a coefficient of friction must be improved. This can e.g. B. done by a special roughness of the flexible system 58.

Figure 6 shows a representation of a ship 16 and a single floater 6, in principle comparable to the exemplary embodiment according to FIG Figure 5 . Deviating from the example according to Figure 5 the ship 16 has two longitudinal grooves 60 in its side wall on the side shown, which are used to guide the flow during faster travel. The flexible system 58 is designed in such a way that it can also adapt to such unevenness in the ship's side, at least to a certain extent, and can thus, as it were, generate a form fit between the floater 6 and the ship's side.

Furthermore, in Figure 6 shown that the flexible system 58 has a circumferential protruding edge 61, which lies sealingly against the fuselage. With this increase in area, the flexible system 58 can preferably also be used as a leakage sail.

In Figure 6 the interior of the floater 6 is also shown schematically. A circular, flexible pressure chamber receptacle 62 is formed there, which has an essentially approximately circular cylindrical inner wall 64. A pressure chamber 66 designed as a tractor or truck hose is inserted in the pressure chamber receptacle 62. This is also designed to be flexible and elastic in such a way that it can adapt to the unevenness of the ship's side at least to a certain extent in order to produce the form fit of the floater 6.

It is particularly preferred if in the case of an uneven side wall according to Figure 6 or, for example, due to the mussel growth, both forms of the invention according to the invention, that is, in addition to the form fit, also the frictional connection of the floater 6 with the ship's side is created.

Figure 7 shows the floater 6 Figure 6 in a perspective view. In this case, an outer shell 67 was partially cut off and removed in a rear area, so that the annular pressure chamber 66 is exposed.

In a front area of the Figure 7 it can be seen that the outer shell 67 of the floater 6 has a circular top side 68, over whose concentric circular inner seam 70 the (with reference to Figure 6 explained) inner wall 64 of the pressure chamber receptacle 62 is attached. Segments 72 distributed around the circumference are sewn onto the outer edge of the upper side 68 and form the outer circumference of the floater 6. Finally, the peripheral edge 61 of the system 58 is shown.

While in the representations according to the Figures 5 to 7 a pressure medium supply and handling aids were omitted, these are in the Figures 8 and 9 shown. Figure 8 shows that side of the floater 6 from Figures 6 and 7th which, when used as intended, is at the top, i.e. near the waterline 22. Figure 9 shows the area of the floater 6 according to FIG Figures 6 and 7th , which is arranged at the bottom, that is, near the keel line 26 when used as intended.

In both Figures 8 and 9 Reinforcements 74 attached to the edge 61 or formed in one piece therewith are shown, which extend approximately arcuately or U-shaped away from the edge 61. They reinforce a belt 12 or its connection to the floater 6, in particular in the case of a pulling direction which deviates from the radial direction and is accordingly inclined. With such a pulling direction, one of the two legs of the reinforcements 74 is subjected to tensile loading and in the case of the upper connection according to Figure 8 kinking of the pressure line 30 guided therein (cf. Figure 3a ) prevented.

According to Figure 8 the belt 12 extends from a handle (not shown) or a fastening means to the upper edge of the floater 6 and then along the system 58 to the lower edge of the floater 6 according to FIG Figure 9 . There the belt 12 forms a protruding section to which a ring 140 is attached. The ring 140 can be used as a lowering weight when the floater 6 is used on one side or as a fastening means for the connecting means 10 (cf. Figure 3a ) serve.

Figure 8 shows that in the belt 12 in a channel delimited by seams which extends along the belt 12, a receptacle 78 for the pressure line 30 (cf. Figure 3a ) is formed. A strain relief is thus implemented for the pressure line 30.

Figure 10 shows part of a bilateral fuselage buoyancy device 2 in a schematic representation. Two of the floaters 6 are shown in FIG Figures 6 to 9 provided, of which only one floater 6 is shown. The two lower rings 140 of the two floaters 6 are connected to one another via a lead line 240 or chain, whereby the fuselage buoyancy device 2 according to FIG Figure 10 from their function in principle that of those Figure 3a corresponds. The inventive frictional and / or positive connection of the floater 6 to the fuselage is provided.

On the upper one (in Figure 10 On the right) end section of the belt 12, an upper fastening means 80 and / or a handle is provided. Furthermore, a measuring rope 82 is attached there, and the pressure line 30 is led out of the belt 12 there. The measurement rope 82 and the pressure line 30 are loosely connected to one another via fastening clips 84 connected, so that any tension on the measuring rope 82 when positioning the floater 6 is not transmitted to the pressure line 30. A further fastening means 80 and / or a handle can be provided on the measuring rope 82 so that the belt 12 with the measuring rope 82 can be used for manual positioning of the floater 6 and also for (transitional) fastening, as already explained in the previous text .

Figure 11 shows a schematic representation of the measuring rope 82, which has a scale with fields 83, which in this embodiment are 10 cm wide. The individual fields 83 of the measuring rope 82 can be colored and also fluorescent. Since on each side of the bilateral fuselage buoyancy device according to Figure 10 Such a Maßtau 82 is provided, z. B. two people who want to position the fuselage buoyancy device 2, adjust the heights of the two floaters 6.

Figure 10 Furthermore, shows the case 52, in which, in addition to storage space for the torso buoyancy device 2, a pressure accumulator 128 designed as a compressed air cylinder is accommodated. According to option 1, this is via the hose 50 with a Y-piece developed further as a trim valve 148 (cf. Figure 3a ) connected, via which the pressure medium serving as buoyancy can be distributed from the pressure accumulator 128 to the two pressure lines 30 and thus to the two floaters 6. According to an option 2, the Y-piece, further developed as a trim valve 148, can also be omitted, and instead only one control valve 248 can be provided. The control valve 248 according to option 2 is used when only a floater 6 of a unilateral fuselage buoyancy device 2 is to be filled from the pressure accumulator 128.

Figure 12 shows the trim valve 148, via which the pressure medium flowing in from the hose 50 can be distributed either evenly or unevenly to the two pressure lines 30 and thus to the two associated floaters 6. The trim valve 148 has an operating element 86 for opening and closing the pressure medium connection.

Furthermore, an operating element 88 is provided, which is derived from the in Figure 12 middle position shown can be rotated in both directions. In this way, the volume flow of pressure medium to the associated pressure line 30 is proportionally increased or to the opposite pressure line 30 reduced. With the trim valve 148, sensitive balancing and lifting of the affected ship 16 with the bilateral embodiment of the hull lifting device 2 according to the invention is possible.

Figure 13 shows a modification of the trim valve 148 in which the inlet is not connected to the hose 50 but directly to the pressure accumulator 128 designed as a compressed air cylinder.

In Figure 14 a front view (14a), a side view (14b) and a top view (14c) of a module 90 of a further exemplary embodiment of a fuselage buoyancy device 2 are shown. A torso buoyancy device with the basic structure according to FIG Figure 3 using two floaters.

This in Figure 14 The module 90 shown has a floater in principle like the embodiments described above (see Figure 15 ) 6 with a float which is covered by the aforementioned robust outer shell 67 (also called DE fender) and is thus protected. This outer shell 67 is connected to the flexible system 58, on which the strap 12 acting as a strain relief for the pressure line 30 is arranged on the one hand via the reinforcement 74 and on the other hand a weight 340 with a connection for the connecting means 10 to another structurally identical module.

As described above, the outer shell 67 is designed such that it encloses the actual buoyancy / volume body, for example the tube 50. In the event that water penetrates into the space between this hose 50 and the outer sleeve 67, the cover 67 is designed with one or more drainage openings 92, 94. In the illustrated embodiment, these drainage openings 92, 94 lie in the axis of the belt 12.

As in the previously described exemplary embodiments, reinforcements are applied in the axis spanned by the belt 12 and in an axis running transversely thereto, which are referred to below as bumpers 96, 97 and which encompass both the outer shell 67 and the volume body (hose 50) protect against damage.

Figure 15 shows an exploded view of the module 90, in which the individual components can be seen. From top to bottom in Figure 15 Shown are the elastic but very shock and wear-resistant outer shell 67 (D-Fender), the buoyancy body (hose 50) received therein and the two bumpers 97 arranged in the direction of the belt axis. These are each designed with a window 98 that is opened by a network-like material are covered, which forms the two drainage openings 92, 94. The two other bumpers 96, which are also applied to the outer skin of the outer shell 67, are provided on an axis arranged at right angles thereto.

The lower section of the outer shell 67 resting against the fuselage wall is formed by an elastic base 91, which is designed, for example, as a tarpaulin.

In the exploded view according to Figure 15 Also visible are the aforementioned reinforcements 74, which are connected to the base 91 in a tensile manner and on which, for example, the belt 12 engages. In the illustrated embodiment, this belt 12 is formed in two parts from an upper belt part 100 forming a receptacle for the pressure line 30 and a lower belt part 102 connected to it. This belt 12 stretches over the outer shell 67 with the elastic base 91 diametrically with the in Figure 15 the right protruding short end section the weight 340 is attached. This weight 340 is shown in FIG Figure 15 partially covered by the bumper 96.

The reinforcement 74 can - how Figure 15 removable - be designed in several parts, a multi-part handle 104 being additionally provided in this area, which is attached to the reinforcement 74.

Shown in Figure 15 Furthermore, a floor-side tarpaulin 106 is provided which, together with the elastic floor 91 of the outer shell 67, forms the flexible abutment 58. The tarpaulin has two lateral flaps 108, 110, which cover the connection areas in which the belt 12 is connected to the outer cover 67 or the floor 91.

As will be explained in more detail below, this tarpaulin 106 also serves as "packaging" when it is not in use, Velcro fasteners 112 being provided for closing the tarpaulin 106 and the floor 91.

Figure 16 FIG. 14 shows a partial top view of module 90 as shown in FIG Figure 14a In this illustration, the indicated pressure chamber receptacle 62 for the volume body (hose 50) can be seen. The interior space encompassed by the annular pressure chamber receptacle 62 is covered by a cover wall 114 of the outer shell 67. This cover wall 114 has an inspection opening 116 which can be opened in order to make the interior of the outer shell 67 accessible.

According to Figure 17 the inspection opening 116 is covered by a Velcro flap 118 in the state of use, and when opened, a closure 120 of the inspection opening 116 becomes accessible. This closure 120 is formed in the illustrated embodiment by a lacing. Of course, other types of closure can also be used.

Figure 18 shows the in Figure 14a overhead portion of the module 90 with the bumper 97 that protects the outer shell 67. As explained above, the tab 108, a correspondingly designed section 122 of the bottom 91 and the reinforcement 74 protrude radially beyond the outer circumference of the outer shell 67 and form a reinforcement / connection for the belt 12 and the pressure line guided therein. The drainage 94 is also formed adjacent to this approximately trapezoidal protruding area. The one in the exploded view according to Figure 15 indicated handle 104 is connected in a suitable manner, for example by short lines or the like, to the trapezoidal overhang, so that the module can be handled relatively comfortably.

Figure 19 shows a radial view of the in Figure 14a underlying drainage 92, which is formed in bumper 97. In Figure 19 Below the drainage 92, the weight 340 is visible, which is attached to a corresponding radially protruding trapezoidal tab of the reinforcement 74, the base 91 and the short end section of the belt 12.

Figure 20 shows a radially outer area of the floater 6 according to the illustration in FIG Figure 14c . It can be seen in this figure that - as already explained - the flexible system 58 with its base 91 and the tarpaulin 106 with the in Figure 7 The edge 61 shown protrudes beyond the outer shell 67 and the buoyant body and thus enlarges the contact surface on the fuselage, so that a reliable non-positive and / or form-fitting and / or sealing contact of the module 90 on the fuselage is ensured.

This weight is in Figure 21 shown in detail. As explained, this weight is fixed on the radially protruding tab 110 of the tarpaulin 106 and possibly also on a corresponding section of the floor 91. The shorter end section of the belt 12 projects beyond this flap 110, with an eyelet 124 being provided on the end section, to which, for example, the connecting means 10 to the other module can be attached. In the illustrated embodiment, the weight 340 is designed as a molded body. For example, lead weights or the like can be encapsulated with plastic and then fastened to the tab 110. In principle it is also possible to make individual weight elements of the weight 340 interchangeable in order to adapt the lowering weight.

Figure 22 shows a view of the module 90 seen from the contact side of the fuselage. It can be seen in this illustration that the tarpaulin 106 is designed in principle ring-shaped and covers the edge region of the base 91. As explained, the belt 12 stretches diagonally over the floor 91 and is connected to the flexible system 58 via the tabs 108, 110, 122 and the other reinforcements 74, so that reliable positional positioning is made possible.

As shown in the exploded view in Figure 15 explained, Velcro fasteners 112 are arranged on the tarpaulin 108 and on the floor 91, which make it possible for released pressure medium (air) the entire module 90 is rolled up around a winding axis running parallel to the belt axis and then fixed in position via the Velcro fasteners 112, so that the storage space is minimal.

In the embodiments described above, it is preferred that the respective floater 6, 8 with the in Figure 22 The side shown lies against the fuselage wall, so that the straps 10, 12 likewise run along the fuselage wall.

Alternatively, especially when used as a leak sail, it can be advantageous to use the floater 6 with its in Figure 14a visible large area, ie actually with the rear side described here in contact with the leak, so that the belts pretension the floater against the leak or the hull wall. Accordingly, the in Figure 15 The area provided with the reference numeral 126 can be designed as a sealing surface which encompasses the leak or the area provided on the fuselage or which pretensions a sealing material against the leak.

A torso buoyancy device is disclosed. This has two floaters that can be filled with pressure medium. According to a first aspect, a device is provided for connecting the floaters to a pressure medium sink and a pressure medium source or, according to a second aspect, the floater rests against the ship's side in a frictional or form-fitting manner.

List of reference symbols:

1

Recovery facility

2

Torso buoyancy device

4th

Straight connection

6th

Floater

8th

Floater

10

Lanyard

12

Fasteners / strap

14th

Fasteners / strap

16

ship

18th

Rope

20th

loop

22nd

Waterline

24

Deck area

26th

Keel line

28

pump

30th

Pressure line

32

cover

34

Velcro

36

Tab

38

Tab

40

Chain

42

cover

44

Valve

48

Y adapter

50

tube

52

suitcase

54

shallow

56

Lift position

58

flexible system

60

Longitudinal groove

61

edge

62

Pressure chamber mount

64

Inner wall

66

Pressure chamber

67

Outer shell

68

Top

70

seam

72

segment

74

Reinforcement

76

belt

78

admission

80

Fastening means and / or handle

82

Custom rope

83

field

84

Fastening clips

86

Control element

88

Control element

90

module

91

ground

92

Drainage opening

94

Drainage opening

96

Bumper

97

Bumper

98

window

100

Belt top

102

Belt lower part

104

Handle

106

Plans

108

Tab

110

Tab

112

Velcro fastener

114

Top wall

116

Inspection opening

118

Velcro flap

120

Clasp

122

Flap of the bottom

124

eyelet

126

Sealing surface

128

Pressure accumulator

140

ring

148

Trim valve

240

Lead line

248

Control valve

340

Weight

A.

Buoyancy

N

Normal force

R.

Frictional force

Claims (17)

1. Hull buoyancy device having two floaters (6, 8), which are connected to each other via connection means (10) and which can be brought into a buoyancy position (56) on a ship's side of an underwater vessel to increase buoyancy, and which can be filled with pressure medium via a pressure medium source (28, 128), wherein a flexible contact (58) of the floaters (6, 8) is designed in such a way that a force resulting from the buoyancy force (A) of the floaters (6, 8) can be transmitted to the ship's side in a frictionally-engaged or form-fitting manner, characterized in that a pressure chamber receptacle (62) is formed on the flexible contact (58) or integrally with the flexible contact (58), the outer rim of which is approximately circular, and in which an approximately annular pressure chamber (66) is inserted.
2. Hull buoyancy device according to patent claim 1, wherein the flexible contact (58) is adhering for frictionally-engaged transmission of the buoyancy force (A).
3. Hull buoyancy device according to patent claim 1 or 2, wherein the floater (6, 8) or the flexible contact (58) is adaptable to irregularities of the ship's side for form-fit transmission of the buoyancy force (A).
4. Hull buoyancy device according to one of the preceding patent claims, wherein the flexible contact (58) has structures running approximately in the transverse direction for the form-fitting transmission of the buoyancy force (A).
5. Hull buoyancy device according to one of the preceding patent claims, wherein the flexible contact (58) is designed as a fothering.
6. Hull buoyancy device according to one of the preceding patent claims, wherein the flexible contact (58) has a concave shape.
7. Hull buoyancy device according to one of the preceding patent claims, wherein the pressure-medium source is a pump (28) or a pressure reservoir (128).
8. Hull buoyancy device according to one of the preceding patent claims comprising a device for connecting the floater (6, 8) to a pressure medium sink for reducing the pressure medium pressure in the buoyancy position.
9. Hull buoyancy device according to one of the preceding patent claims, wherein the floater (6, 8) comprises a limp traction means (12, 14).
10. Hull buoyancy device according to patent claim 9, wherein the limp traction means is a fixation means (12, 14) for securing the floater (6, 8) in the buoyancy position at a region of the hull above a waterline (22).
11. Hull buoyancy device according to patent claim 9 or 10, wherein a pressure line (30) is routed along the limp traction means (12, 14) or in the limp traction means (12, 14) serving as a tension relief for the pressure line (30).
12. Hull buoyancy device according to one of patent claims 9 to 11 with a depth indicator attached to the limp traction means (12, 14) or to a measuring rope (82) attached thereto.
13. Hull buoyancy device according to one of the preceding patent claims, wherein the weight of the floater (6, 8) and the associated components is greater than the buoyancy of this assembly in the unfilled state.
14. Hull buoyancy device according to one of the preceding patent claims, wherein the floater (6, 8) is designed in such a way that the hull can be supported laterally in the event of becoming beached.
15. Hull buoyancy device according to patent claim 10 or a patent claim dependent on it, wherein a height of the buoyancy position (56) or of the two floaters (6, 8) is adjustable by varying the junctions of the two fixation means (12, 14) in an approximately horizontal direction on the hull.
16. Hull buoyancy device according to patent claim 12, wherein the two floaters (6, 8) and the respective depth indicators are symmetrically designed.
17. Hull buoyancy device according to one of the preceding patent claims with a Y-adapter (48) formed into a trim valve (148), via which the pressure medium source can be connected to the two floaters (6, 8).

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