Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
  • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
  • B63B39/061—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water by using trimflaps, i.e. flaps mounted on the rear of a boat, e.g. speed boat
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
  • B63B39/04—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using gyroscopes directly
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
  • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
  • B63B39/062—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water the foils being mounted on outriggers or the like, e.g. antidrift hydrofoils for sail boats
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B79/00—Monitoring properties or operating parameters of vessels in operation
  • B63B79/10—Monitoring properties or operating parameters of vessels in operation using sensors, e.g. pressure sensors, strain gauges or accelerometers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B79/00—Monitoring properties or operating parameters of vessels in operation
  • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
  • B63H25/44—Steering or slowing-down by extensible flaps or the like

Definitions

• the present invention is related to the technical field of stabilization of a water vessel, against the oscillations it undergoes due to ripples, wind and / or its load.
• Pitching is the longitudinal oscillation of a vessel, while rolling is the oscillation that takes place along the vertical axis of the vessel.
• a method of passive stabilization that is mainly used in large vessels (merchant vessels, cruise vessels), is the flooding with water of certain compartments of the vessel. Their operation is based on the principle of Communicating vessels.
• a second method of passive stabilization in terms of rolling is the fixed fins installed on the sides of the hull of the vessel.
• the disadvantage of fixed fins is that they reduce vessel’s speed and increase fuel consumption, even in calm waters where there are no oscillations.
• a method of active stabilization consists in the displacement of a liquid mass through a piston.
• the disadvantage of this method is the difficulty in operating as the liquid mass has to be moved at exactly the right time.
• Another method of active stabilization is the flooding with water of the vessel's tanks through a system of pumps controlled by a gyroscopic stabilization system.
• the disadvantage of this method is the slow response because of the delays due to the pumping of water from one side to the other.
• a third method of active stabilization is by fins installed on the sides of the hull of the vessel, which are hauled and housed in recesses in the hull when their use is not required. This does not create water resistance when the sea is calm and therefore does not reduce the speed of the vessel nor consume additional fuel and the fins are protected in recesses when they are not used.
• the disadvantages of this method are that it provides stabilization only in terms of rolling, it is extremely costly, the placement of the fins is difficult and requires specialized skills, as large holes are created in the hull of the vessel to create the compartments where the fins are stored, which must be sealed very carefully. Also, these compartments occupy valuable space in the hull of the vessel. Moreover, these fins can only function when the vessel is in motion.
• power trims are one of the main speedboat controls. They offer optimal exploitation of planing and speed, fuel economy, avoiding engine strain and smooth cruising. They are mounted on the engine; they operate only when the vessel is in motion, needing experience to be handled properly and have a slow response.
• Trim tabs which are also one of the basic controls of a speedboat and their purpose is to dampen rolling. It can be combined with power trims on vessels with outboard motors or stand alone in vessels with inboard motors. These are pairs of fins which are mounted on the transom of a vessel. They are electrical and hydraulic. They operate efficiently at speeds of more than 15 -17 knots and only then they have a positive impact on fuel consumption. They are difficult to operate.
• Automatic Trim tabs are also available. Operated from a screen or control panel in the panel board of the vessel, adjusted at the optimal compensation of the vessel and while cruising, using gyroscopic sensors, the system changes the setting of the compensating fin to keep the vessel in the predetermined position, but not in each separate ripple.
• Another type of active stabilizer is the gyroscopic stabilizer. It uses gyroscopic torque to dampen the rolling of a vessel. Its disadvantages are its high cost of purchase and maintenance, its high energy consumption, it requires a lot of space on the vessel, as it is placed inside the hull, and it operates only instantaneously as long as inertia allows the gyroscope to assist the vessel. There is also a delay at startup of 15 to 20 minutes. Therefore, no stabilizer offers damping of the oscillations of the vessel both against its longitudinal axis and against its vertical axis.
• No existing stabilization system offers at the same time, efficiency, low purchase cost, simple design, small total volume, fuel economy, easy installation on all kinds of vessels, from the largest to the smallest, without reservation of space inside the hull, without creating additional large holes in the hull, easy assembly - disassembly, adaptability and personalization depending on the needs of each vessel, immediate start up, with automatic or manual operation selection , either at a stationary or a cruising vessel.
• the present invention combines all the above characteristics of the existing stabilizers and provides additional functions that could not be achieved until today.
• Fin assemblies which are placed in pairs in the transom of the vessel, symmetrically in relation to the vertical axis passing through the middle of the transom of the vessel, in place of flaps or more broadly, each consisting of multiple successive individual fins arranged in the vertical direction, each of which has a P-type cross-section, consisting of a base and two intersecting sides, where the sides of the upper fin are tangential to the sides of the immediately lower fin, forming successive closed conduits through which water passes, and the movement of the fin assemblies, through a drive system, controlled by an electronic controller consisting of gyroscope, accelerometer, GPS and position sensor of the fin assemblies, rotating clockwise above the water level and counterclockwise, from their articulated connection to the vessel at at least two points with the transom of the vessel, as to their zero plane, which is fully parallel to the level of the bottom of the hull on which they are installed, parallel or independently of each other, and simultaneously opposite and parallel.
• a drive system controlled by an electronic controller consisting of gyro
• This rotation affects the movement of the water that passes through the fin assemblies, whether the vessel is in motion or stationary and depending on the direction of rotation and their parallel or independent rotation, the inclination of the vessel, in relation to the longitudinal and/or vertical axis, is reduced to zero, and capsizing is prevented.
• the fin assemblies when the fin assemblies rotate in parallel, they dampen pitching, either by rotating counterclockwise, thus lifting the stem and lowering the bow, or by rotating clockwise, thus lowering the stem and lifting the bow, while by rotating independently they correct the rolling.
• the vessel is in motion and the fin assemblies have been locked in a different inclination from each other and at the same time rotate in parallel clockwise or counterclockwise, they reset the inclination of the vessel towards both of its axes, at the same time.
• the operation of the invention can be done manually, by the operator pressing the corresponding knobs, up to rotate clockwise the desired fin assemblies and down to rotate counterclockwise the desired fin assemblies, or automatically by sensors input and operator's settings, the appropriate fin assemblies are automatically rotated in a way to bring the desired result.
• the gyroscope detects its intense inclination towards its longitudinal axis and through the drive system of the fin assemblies, the fin assemblies rotate counterclockwise to lower the bow or clockwise to bring down the stem, zeroing the inclination.
• the gyroscope detects its intense inclination towards its vertical axis and, in order to nullify it, the fin assemblies on the same side of the vessel receiving the ripples or other lateral forces, in relation to its vertical axis, rotate through the drive system, clockwise while at the same time the fin assemblies that are opposite to the side of the vessel that receives the lateral forces, rotate counterclockwise, resisting the forces and restoring the vessel to zero inclination.
• the gyroscope detects its inclination both in relation to the vertical axis and in relation to the longitudinal axis, and through the drive system of the assemblies of the fins, the fin assemblies which are opposite to the side of the vessel receiving the lateral forces rotate counterclockwise, in relation to the vertical axis of the vessel and the fin assemblies located on the same side of the vessel receiving the lateral forces rotate clockwise, in order to eliminate the inclination towards its vertical axis, while at the same time the fin assemblies rotate in parallel counterclockwise or clockwise in order to eliminate the inclination of the longitudinal axis.
• an impact sensor is installed on the electronic controller that receives a load and consumption data feed from the engine of the vessel, monitoring if there is increased fuel consumption, and a speed and direction data feed from the GPS (38), of the vessel, monitoring for speed and constant changes in the direction of movement, which in turn gives a signal to the electronic controller(35), to rotate the fin assemblies (20) in such a way as to adjust, in the automatic selection, the inclination of the vessel in terms of pitching, achieving the optimal inclination, by weighing between the maximum speed for a lower fuel consumption and the minimum impact in the water for passengers’ safety and comfort, by operator option.
• rotation (direction, degrees) of the fin assemblies is dictated, constantly maintaining the optimum inclination of the vessel, in each separate ripple and specifically when the vessel begins to rise towards the crest of a wave, by rotating counterclockwise the fin assemblies resulting in resistance to the water passing through them, thus lifting the stern and lowering the bow to cross the wave and when it begins to descend to the trough of the wave, by rotating clockwise the fin assemblies causing resistance to the water passing through them to the opposite direction, thus lowering the stem and lifting the bow, while in the setting for maximum speed yield, this operation is disabled .
• the drive system of the fin assemblies consists of an oil pump and hydraulic piston cylinders or servo motors or hybrid servo motors or a different type drive system.
• the electronic controller offers additional functions, such as starting the rotation of fin assemblies at predetermined degrees of inclination of the vessel, in determining the maximum inclination of the fin assemblies depending on the speed of the vessel, determining the response time to the tilt rotation of the fin assemblies, etc..
• the length, width, thickness, shape and material of construction of individual fins varies depending on the size and type of the vessel they are installed.
• connection type among the individual fins is also differentiated.
• the operator can choose, for a vessel turn, to keep his inclination zero in relation to its vertical axis throughout the turn, for stability, safety and a pleasant ride to the passengers, or has the option of making the turn with as short a radius as possible, for its fastest completion, by means of a special sensor, or alternatively to select the automatic setting, in which, through special sensors on the steering, and depending on its movements, the system responds accordingly by adjusting the turning radius.
• the fin assemblies on the opposite side of the turning direction in relation to the vertical axis of the vessel, rotate counterclockwise and at the same time the fin assemblies that are on the same side with the turning direction rotate clockwise.
• the fin assemblies on the opposite side of the turning direction in relation to the vertical axis of the vessel, rotate clockwise and at the same time the fin assemblies that are on the same side with the turning direction rotate counterclockwise.
• a position sensor system of the fin assemblies is installed, which at predetermined intervals, when the fin assemblies pass through their zero level, their point of nullification is corrected.
• the fin assembly that reaches the zero level first, waits for the other fin assembly(s) to come to the zero level and if the correction time between the fin assemblies exceeds the predetermined limit, the operator is notified by means of the control screen that there is a problem with the drive system or systems, the steering system of the fin assemblies, which drive the rotation of the fin assemblies, and that they need to be replaced or repaired and safe mode is automatically activated.
• the safe mode is automatically activated in case of malfunction of the invention, which can cause a sudden movement of the vessel.
• flap withdrawal function which is activated through a knob by the operator, only if confirmed by a sensor that the vessel is not in motion, which is used in case of lifting / launching / staying ashore, during repair or maintenance or cleaning or when not in use, during which the fin assemblies are retracted, rotated clockwise and stopped in such a position that they are as close as possible to the transom of the vessel, so as to project the least possible resistance to water, so as not to reduce the speed of the vessel and consume unnecessary fuel, to achieve the maximum top speed and to not be exposed to blows and damage, marine pollution and others.
• the fin assembly has an attached flap gate which moves freely following the movement of the water.
• the flap gate rests on the individual fins, trapping the water that is in them, so that during the damping of the partition there is greater resistance to water and therefore immediate results.
• the flap gate is lifted as it is carried away by the movement and momentum of the water and allows it to pass through the fins without affecting the flow. As a result, a smaller number of individual fins are required.
• the distance between the individual fins is fixed or variable.
• the individual fins are articulated to each other by means of beams.
• One of the beams is articulated to a drive system, by means of a bar, which, with the movement of the drive system, rotates clockwise and counterclockwise from a fixed point of connection to the individual fin connected to the vessel.
• the bar When the drive system is expanded, the bar rotates counterclockwise from its fixed point of connection, also dragging the individual fins through their articulated connection, thus reducing the distance between them, and the individual fins converge until contact, during the complete expansion of the drive system, resulting in zero water resistance, thus increasing speed and reducing fuel consumption.
• the bar By withdrawing the drive system, the bar rotates clockwise from its fixed point of connection, dragging the individual fins through their articulated connection, thus increasing the distance between them to the greatest during the complete withdrawal of the drive device, resulting in greater water resistance and therefore more stability of the vessel.
• the fin assemblies are connected to a plate, which is attached to a rail track installed in the transom of the vessel and a drive system during its extension, moves the plate with the fin assemblies outside the hull to the right and left of the vessel, in order to achieve the free rotation of the fin assemblies, while when the invention is off, the drive system during its withdrawal, restores the fin assemblies to their original position in the transom of the vessel, for protection from damage.
• the motion transmission device of the drive system of the fin assemblies has folding covers installed from polymer or other material to protect its moving parts from marine pollution (eg oysters).
• the consisting parts of the invention communicate with each other with a wiring system and in case of lack of space for new wiring, wireless networking via Wi-Fi, Bluetooth or a similar system is used alternatively. It is possible to remotely operate or solve a technical problem of the invention through an application from a mobile or tablet or computer.
• the existing wiring of the vessel is used alternatively, when there is a lack of space.
• the low energy consumption of the invention is due to the fact that while the vessel rests, when it is not necessary to reset the inclination of the vessel, the oil pump is idle, operating at very low revs or suspending its operation, with zero revs without pressure, when for a period of time specified by the operator there are no ripples.
• the speed of the oil pump is reduced so that it operates with a lower oil flow and therefore, lower operating pressures and less oil flow resistance.
• the speed of the oil pump is increased through an inverter and the electronic controller instructs the electro valve to open so that through the pressure in the drive system the fins rotate more and faster, so that the inclination of the vessel is reduced to zero.
• the electro valve closes and the oil pump comes back into inertia.
• the fin assemblies By closing the electro valve at the appropriate point, when the vessel is on course, the fin assemblies continue to push the vessel towards the direction required, producing the desired result, i.e. the required inclination of the vessel, operating cumulatively in relation to time.
• a key advantage of the present invention is that it combines the functions of two different stabilizing systems of a vessel, in one, the stabilizer and the flaps or trim tabs, while at the same time damping the pitch and the roll, providing in addition the function of pitch damping while the vessel is in motion, which, to date, is not provided by any stabilization system.
• the result of this operation is not only the damping of oscillations of the vessel but also the prevention of its capsizing in case of severe weather phenomena or displacement of its load.
• the existing flaps correct the inclination of the vessel only when they rotate counterclockwise by lowering the bow and lifting the stern.
• the fin assemblies of this invention in addition correct the inclination of the vessel also when rotating clockwise, pushing the stem down and lifting the bow.
• the invention provides the user with an option between utilizing the maximum speed of the vessel while saving fuel and passenger comfort.
• An important advantage is the place the invention is installed because it is located outside the vessel and at the transom of it, without creating a problem of mooring the vessel in port or next to another vessel, as other stabilizers do. Moreover, even if the fin assemblies hit land or another object, they will not cause water to enter the vessel.
• Another advantage of the present invention is the extreme ease of installation either in a new vessel or in an old one, by removing the existing flaps system and placing it in the same position without the need for additional work, holes, and seals and without requiring additional space.
• the invention can be mounted and its functions fully exploited even in low-speed vessels (displacement or semi-displacement) which is not possible for other similar systems.
• Another advantage of the present invention is the immediate start up in contrast to the gyroscopic stabilizers that require a delay of 15 to 20 minutes before stabilizing the vessel.
• a main advantage that is a safety device of the invention is that when sudden motion of the vessel occurs due to malfunction of the invention, its safety operation is automatically activated to avoid an accident.
• Another advantage of the invention is its low total mass, especially compared to gyroscopic stabilizers, which require the existence of an extremely large load in rotation in order to take advantage of its gyroscopic inertia.
• an advantage of the invention is low power consumption especially in relation to gyroscopic stabilizers, which require continuous energy consumption for permanent rotation in thousands of revolutions of the moving mass as well as the operation of the vacuum pump required.
• the invention consists of an extremely simple system, with few mechanical parts, which has low problem occurrence and easily repaired, requiring no particularly specialized skills.
• An advantage of the invention is also that due to its small volume and simplicity in its design and installation, in addition to making it extremely economical, it can be placed even in the smallest vessels, which due to lack of space could not install another stabilizer.
• the existing wiring of the vessel can be used, when there is a lack of space, without affecting the operation of other systems.
• Figure 1 presents a view of the invention, installed on a vessel.
• Figure 2 shows the electronic controller.
• Figure 3 shows a drive system with servo motors.
• Figure 4 shows a drive system with hybrid servo motors.
• Figures 7, 8 and 9 present a modus operandi of the invention.
• Figures 10 and 11 present a version of the invention with moving fin complexes and how it works.
• Figure 15 shows how the invention works for dumping rolling.
• Figure 16 shows how the invention works for dumping pitching.
• Figure 1 shows the invention installed on the vessel, with the fin assemblies (20) mounted on the transom of the vessel (60) in place of the flaps (65), the emergency stop button (50), the fin assemblies withdrawal knob (55) and the control screen (45) mounted on the vessel's control panel, a drive system of the blade assemblies (25), with an oil pump (26) and hydraulic piston cylinders (27), the fin assembly position sensor system (30), the electronic controller (35) and how to connect them through the information transmission system.
• Figure 2 shows the electronic controller, which consists of a gyroscope (36), an accelerometer (37), GPS (38), a fin assembly position sensor (39) and an impact sensor (40).
• a gyroscope 36
• an accelerometer 37
• GPS 38
• a fin assembly position sensor 319
• an impact sensor 40
• Figure 3 shows a drive system of the fin assemblies (25) with servo motors (28).
• Figure 4 shows a drive system of the fin assemblies (25) with hybrid servo motors (29).
• Figure 5 shows a frontal view of an individual fin (21) and a fin assembly (20), which consists of a number of individual fins (21) connected to each other.
• Figure 6 shows a side view of an individual fin (21) and a fin assembly (20), consisting of a number of individual fins (21) connected to each other, a hinged connection (22) to connect it to the vessel, and a flap gate (23) connected in free movement.
• Figure 7 shows how the invention works when the vessel is in motion and there are no oscillations to be damped.
• the fin assemblies (20) rotate to be parallel to their zero plane (1) and the flap gate (23) is carried away and lifted by the momentum of the water, resulting in water simply passing through them, without causing any resistance to water and without affecting the inclination of the vessel.
• Figure 8 shows how the invention works in the case of damping pitching oscillations when the vessel is in motion, in which the fin assemblies (20) rotate counterclockwise from their hinged connection (22) to the transom of the vessel (60), causing resistance from the water that goes through them, resulting in the lifting of the stem and the lowering of the bow, while the flap gate (23) is carried away and lifted by the momentum of water without causing any resistance to it.
• Figure 9 shows how the invention works in the case of damping pitching oscillations when the vessel is in motion, in which the fin assemblies (20) rotate clockwise from their hinged connection (22) to the transom of the vessel (60), causing resistance from the water that goes through them, resulting in the lowering of the stern and the lifting of the bow, while the flap gate (23) is carried away and lifted by the momentum of the water without causing any resistance to it.
• Figure 10 presents a version of the invention, in which the fin assemblies (20) are installed on a plate (70), which is attached to a rail (71) and through a drive system device (72), the entire fin assemblies (20) are retracted out of the hull of the vessel in order to achieve their rotation when there is a lack of space in the transom (60).
• Figure 11 presents the version of the invention with moving fin assemblies (20), which are not in operation and are in their original position.
• FIGs 12, 13, 14, a version of the invention in an AA section, is presented in which the distance between the individual fins is changed (21), as they are articulately connected by beams (80).
• One of the beams is articulately connected to a drive system (82), through a rod (81), which with the movement of the drive system (82) rotates clockwise or counterclockwise from a fixed point of connection (83) to the single fin (21) attached to the vessel.
• the drive system (82) By extending the drive system (82) the bar (81) rotates counterclockwise from its fixed point of connection (83), as do the individual fins (21) through their articulated connection (84), resulting in the distance between them being reduced and the individual fins (21) converging until contact, during the complete extension of the drive system (84).
• the bar (81) rotates clockwise from its fixed point of connection (83), as do the individual fins (21) through their articulated connection (84), as a result, the distance between them increases up to the greatest possible distance between them when the drive system is completely withdrawn (82).
• Figure 15 shows how the invention works when the vessel receives oscillations on the vertical axis (x) and specifically from its right. To eliminate the inclination of the vertical axis, the left fin assembly (20) rotates counterclockwise, while the right, clockwise.
• Figure 16 shows how the invention works when the craft is oscillated on its longitudinal axis (y) and specifically from the bow. To eliminate the inclination of the longitudinal axis, the fin assembly (20) rotates counterclockwise.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Vibration Prevention Devices (AREA)
• Fluid-Damping Devices (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=80999810

Family Applications (1)

Country Status (10)

Family Cites Families (8)

• 2021
  • 2021-03-17 GR GR20210100165A patent/GR20210100165A/el unknown
• 2022
  • 2022-03-01 CA CA3211154A patent/CA3211154A1/en active Pending
  • 2022-03-01 EP EP22713999.5A patent/EP4308447A1/en active Pending
  • 2022-03-01 WO PCT/GR2022/000008 patent/WO2022195302A1/en active Application Filing
  • 2022-03-01 AU AU2022237962A patent/AU2022237962A1/en active Pending
  • 2022-03-01 MX MX2023010911A patent/MX2023010911A/es unknown
  • 2022-03-01 KR KR1020237026760A patent/KR20230156309A/ko unknown
  • 2022-03-01 JP JP2023557075A patent/JP2024510639A/ja active Pending
  • 2022-03-01 IL IL305413A patent/IL305413A/en unknown
  • 2022-03-01 CN CN202280017205.3A patent/CN116888042A/zh active Pending

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