EP3274252B1 - Dispositif de levage de coque et dispositif de renflouement - Google Patents

Dispositif de levage de coque et dispositif de renflouement Download PDF

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Publication number
EP3274252B1
EP3274252B1 EP16711311.7A EP16711311A EP3274252B1 EP 3274252 B1 EP3274252 B1 EP 3274252B1 EP 16711311 A EP16711311 A EP 16711311A EP 3274252 B1 EP3274252 B1 EP 3274252B1
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EP
European Patent Office
Prior art keywords
hull
buoyancy
floater
floaters
buoyancy device
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EP16711311.7A
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German (de)
English (en)
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EP3274252A1 (fr
Inventor
Udo Fuhrmann
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Individual
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Individual
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Priority to HRP20210043TT priority Critical patent/HRP20210043T1/hr
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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 
    • 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
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/16—Temporary equipment for stopping leaks, e.g. collision mats
    • 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
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/06—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects
    • B63C7/10—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects in which lifting action is generated in or adjacent to vessels or objects using inflatable floats external to vessels or objects
    • 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
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
    • B63B2043/145—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members pneumatic, e.g. inflatable on demand

Definitions

  • the invention relates to a fuselage buoyancy device according to the preamble of claim 1.
  • hull is understood to mean any floating body.
  • 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.
  • 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.
  • 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 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.
  • the invention is based on the object of creating a torso buoyancy device, the handling of which is simplified.
  • the claimed hull buoyancy device 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.
  • 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.
  • the pressure medium e.g. Air
  • 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 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.
  • 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.
  • 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.
  • 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.
  • the connecting means is preferably designed to be adjustable in length.
  • 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.
  • 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.
  • 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.
  • the entire unit is arranged in a pocket.
  • the hull buoyancy device can also be integrated into the hull of a watercraft.
  • the floaters are annular.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the tightness of the leak seal can also be improved by the concave shape.
  • 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.
  • the pressure chamber receptacle can consist of fastening sections (e.g. evenly distributed around the circumference), between which drainage openings remain.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a roll recovery device via which the fuselage can also roll over a shoal.
  • 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.
  • 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.
  • the floaters are integrated into the hull on both sides.
  • 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.
  • each fuselage buoyancy device 2, 2 ′ has two floaters 6, 8, which are each connected to one another via a connecting means 10.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG 3a shows an embodiment of a torso buoyancy device which can be used in a recovery device described above.
  • the two floaters 6, 8 are each formed in a ring shape.
  • 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.
  • other floaters can also be used.
  • 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.
  • this cover 32 can be fixed with a Velcro strip 34.
  • 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.
  • 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.
  • the chain 40 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • the ship 16 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • an outer shell 67 was partially cut off and removed in a rear area, so that the annular pressure chamber 66 is exposed.
  • 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.
  • 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.
  • 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 .
  • 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.
  • FIG 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.
  • an upper fastening means 80 and / or a handle is provided on the upper one (in Figure 10 On the right) end section of the belt 12. 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 .
  • FIG 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 perennialtau 82 is provided, z. B. two people who want to position the fuselage buoyancy device 2, adjust the heights of the two floaters 6.
  • FIG 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.
  • a pressure accumulator 128 designed as a compressed air cylinder
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG 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.
  • 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.
  • the outer shell 67 is designed such that it encloses the actual buoyancy / volume body, for example the tube 50.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 14 shows a partial top view of module 90 as shown in FIG Figure 14a
  • 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.
  • 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.
  • 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.
  • 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.
  • the weight 340 is designed as a molded body.
  • 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.
  • 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.
  • the floater 6 can be used 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Toys (AREA)
  • Golf Clubs (AREA)

Claims (17)

  1. Dispositif de portance de coque avec deux flotteurs (6, 8) qui sont reliés ensemble par des moyens de liaison (10), et qui peuvent être amenés en position de portance (56) pour augmenter la portance sur une paroi de bord d'une carène, et qui peuvent être remplis d'un agent de pression au moyen d'une source d'agent de pression (28, 128), dans lequel un dispositif souple (58) des flotteurs (6, 8) est conçu de manière telle qu'une force résultant de la force de portance (A) des flotteurs (6, 8) peut être transmise par friction et / ou par engagement positif à la paroi de bord, caractérisé en ce que sur le dispositif souple (58) ou d'une seule pièce avec le dispositif souple (58) est formé un logement de chambre de pression (62), dont la paroi externe est quasiment circulaire, et dans lequel est insérée une chambre de pression (66) quasiment annulaire.
  2. Dispositif de portance de coque selon la revendication 1, dans lequel le dispositif souple (58) est adhérent pour la transmission par friction de la force de portance (A).
  3. Dispositif de portance de coque selon la revendication 1 ou 2, dans lequel le flotteur (6, 8) ou le dispositif souple (58) pour la transmission par engagement positif de la force de portance (A) peut être adapté aux aspérités de la paroi de bord.
  4. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel le dispositif souple (58) pour la transmission par engagement positif de la force de portance (A) a des structures passant quasiment dans le sens transversal.
  5. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel le dispositif souple (58) est conçu comme voile de fuite.
  6. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel le dispositif souple (58) a une forme concave.
  7. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel la source d'agent de pression est une pompe (28) ou un accumulateur de pression (128).
  8. Dispositif de portance de coque selon l'une des revendications précédentes avec un dispositif pour relier le flotteur (6, 8) à un puits d'agent de pression pour réduire la pression de l'agent de pression dans la position de portance.
  9. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel le flotteur (6, 8) présente un moyen de traction flexible (12, 14).
  10. Dispositif de portance de coque selon la revendication 9, dans lequel le moyen de traction flexible est un moyen de fixation (12, 14) pour fixer le flotteur (6, 8) dans la position de portance sur une zone de la coque située au-dessus d'une ligne de flottaison (22).
  11. Dispositif de portance de coque selon la revendication 9 ou 10, dans lequel une conduite de pression (30) est guidée le long du moyen de traction flexible (12, 14) ou dans le moyen de traction flexible (12, 14), qui sert de décharge de traction pour la conduite de pression (30).
  12. Dispositif de portance de coque selon l'une des revendications 9 à 11 avec un affichage de profondeur qui est agencé sur le moyen de traction cédant à la pression (12, 14) ou sur le câble de masse fixé dessus (82).
  13. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel le poids du flotteur (6, 8) et des composants associés est supérieur à la poussée de cet ensemble à l'état non rempli.
  14. Dispositif de portance de coque selon l'une des revendications précédentes, dans lequel le flotteur (6, 8) est conçu de manière telle qu'ainsi la coque puisse être supportée latéralement en cas d'échouage.
  15. Dispositif de portance de coque selon la revendication 10 ou selon une revendication s'y référant, dans lequel une hauteur de la position de portance (56) ou des deux flotteurs (6, 8) peut être réglée dans un sens quasiment horizontal sur la coque par une variation des jonctions des deux moyens de fixation (12, 14).
  16. Dispositif de portance de coque selon la revendication 12, dans lequel les deux flotteurs (6, 8) et les affichages de profondeur respectifs sont organisés symétriquement.
  17. Dispositif de portance de coque selon l'une des revendications précédentes avec un adaptateur en Y (48) conçu en formant une soupape de réglage (148) par laquelle la source d'agent de pression peut être reliée aux deux flotteurs (6, 8).
EP16711311.7A 2015-03-23 2016-03-23 Dispositif de levage de coque et dispositif de renflouement Active EP3274252B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
HRP20210043TT HRP20210043T1 (hr) 2015-03-23 2021-01-11 Uređaj za plovnost trupa broda i oprema za spašavanje

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE102015104332 2015-03-23
DE102015120626 2015-11-27
DE102016101357 2016-01-26
DE102016101355 2016-01-26
PCT/EP2016/056416 WO2016151030A1 (fr) 2015-03-23 2016-03-23 Dispositif de levage de coque et dispositif de renflouement

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EP3274252A1 EP3274252A1 (fr) 2018-01-31
EP3274252B1 true EP3274252B1 (fr) 2020-10-28

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EP (1) EP3274252B1 (fr)
DE (1) DE102016105483A1 (fr)
ES (1) ES2837223T3 (fr)
HR (1) HRP20210043T1 (fr)
WO (1) WO2016151030A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201900001621A1 (it) * 2019-02-05 2020-08-05 Cristiano Arban Dispositivo di emergenza gonfiabile per imbarcazioni
CN113044182B (zh) * 2021-05-08 2024-06-04 交通运输部天津水运工程科学研究所 一种沉船打捞装置及操作方法
DE102022127731A1 (de) 2022-10-20 2024-04-25 ADVENATE GmbH Stehpaddelbrett

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US4495880A (en) * 1982-05-19 1985-01-29 Maniscalco Philip M Draft assisted delivery system
DE3227348A1 (de) 1982-07-22 1984-02-02 Harald 3015 Wennigsen Diesinger Hebe- und rettungseinrichtung fuer schiffe
US5113779A (en) * 1990-03-30 1992-05-19 The United States Of America As Represented By The Secretary Of The Army Flotation device for a combat vehicle
US5860379A (en) * 1997-08-22 1999-01-19 Moody; Kenneth D. Inflatable floating boat lift
DE19921670A1 (de) 1999-05-11 2000-11-16 Joachim Aurich Schwimmkörperhebeeinrichtung
US6526900B2 (en) * 2000-07-28 2003-03-04 Trolley Boat Llc Amphibious vehicle having an inflatable pontoon
EP1877304B1 (fr) * 2005-04-22 2017-06-07 Darrin John Schmitt Systeme de sustentation de secours a flottaison
US20080066670A1 (en) * 2006-08-11 2008-03-20 Steve Wallach Watercraft flotation device

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None *

Also Published As

Publication number Publication date
HRP20210043T1 (hr) 2021-03-05
EP3274252A1 (fr) 2018-01-31
ES2837223T3 (es) 2021-06-29
WO2016151030A1 (fr) 2016-09-29
DE102016105483A1 (de) 2016-09-29

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