FR2997919A1 - Variable floating rapid navigation device for e.g. cargo liner, has legs/arms exhibiting variable height according to state of sea and allowing lifting and stabilization of ship without ballasting process and undergoing impact of waves - Google Patents

Abstract

The device has immersible floats (F) exhibiting a shape that is adapted to a utilization type of a multi-hull ship (S). Extensible and rigid legs/arms (B) are placed between the ship and the immersible floats and exhibit an adjustable and variable height according to a state of a sea. The legs/arms allow immersion of the floats and lifting and stabilization of the ship without a ballasting process and undergoing impact of heavy waves of the sea. An adjusting device adjusts the legs/arms. A nut of a rigid and vertical female screw system vertically slips on a screw axis.

Description

The present invention (FIGS. 1 & 2) relates to a new Variable Floating Vessel Fast Ship (NRFV) concept which makes it possible to face very rough or even large seas in complete stability and safety even at relatively high speeds compared with existing means. The new system could be applied to multihull vessels (such as catamarans, trimarans, quadrimarans, or pentamarans) which already, in calm or little turbulent marine conditions, tend to replace conventional single-hulled vessels (monohulls). This invention should be of interest to the major motorized maritime transports 10 subject to the risks of large seas: cargo ships, container ships, cruise liners, ferries, ferries, bulk carriers, road vessels, fishing vessels, high-speed vessels, large pleasure vessels ... But also Ships of War, Ships of Intervention, etc. When reduced this system can also equip small multihulls (except those of "race"). But its size, even reduced, and its relative extra cost may limit its use. Several developments (FIG. 3) have already been carried out to improve the performance and the economic interest of large conventional monohull type commercial boats which are very sensitive to roll and pitch instabilities, often ballast at a loss, limited in speed and requiring deep drafts:> These attempts first of all focused on the classic Catamarans in two unsinkable floats surfing the water, stable and fast in calm seas: Ferries, Pleasure Ships, Warships ... But in rough seas they are very uncomfortable by their abrupt recalls with stability, even subject to danger. > Then we realized the SWATH Catamaran for rough seas where the floats, of a size smaller, are immersed. Its reduced buoyancy surface, vertical bar-spacers between floats and ship, thus allows a better holding auxietzte5 yagues. But its life is significantly limited by wet water (floats and long struts). It also remains sensitive to the_p_____________________nayjm_pold_ movements and must be expanded to maintain sufficient stability. Finally the draft at the port remains important. This development, however, catches the interest of armies and customs in various multihull modes (Catamaran, Trimaran or even four floats). D Another recent unpopular development, the Hydroairy ship, is an attempt at improvement for rough sea trying to consolidate the respective advantages of Classic Catamaran and SWATH. Floats, simple tubes 35 without ballast linked to the boat by narrow and short support legs, are at the limit of total immersion a fart, the energy of waves but low resistance to speed. Bottom shape of the boat fitted too. However the payload is more limited and the behavior in large sea remains incompatible. - 2 - Contrary to what some might believe the principle of multihulls is not new (the first Polynesian prao, outrigger canoe, would date more than a thousand years). Only the improved and motorized technologies are relatively recent.

In addition all these models are fixed and fixed and can not be optimized for all navigation conditions, especially for large and large seas. The present invention aims instead to optimize the floatation, stability and speed of multihulls through a variable and adjustable CM system reduces the impact of waves, the water surface and the wet form resistance. It will improve previous attempts because keeping high speeds in the calm sea will give stability, safety and maneuverability even at high speeds on heavy seas. Roll, pitch and spin will be very reduced; other risks too (drifting, charging, ...). The major carriers in merchant ships should find there a certain economic interest by significant reduction of risks and fuel-efficient travel times of an increasingly expensive fuel (because shortages and speculations on oil and gas prices, more sulfur limitation to meet new ecological standards). For example, large container ships, Oil Tankers and Bulk Carriers, will be able to travel in heavy weather in better safety and faster than today ... without losing their cargo. The large Pleasure Ships, with predefined cruises, will gain in saving fuel and / or increasing stopovers and durations of visits on land, as well as in safety and comfort of passengers. The invention consists of stretchy and rigid legs / arms "B", more immersion force and adjustments, allowing in sea states difficult to place, the time it takes, the floats "F" to calm under the waves while keeping the ship 25 "S" out of water (and above the waves for most sea conditions). In the sufficiently deep immersion position of the floats, only these few comparatively thin and possibly profiled legs / vertical arms will remain partially exposed to the energy-force of the waves. Almost calm in the storm. We will seek to enjoy the optimum setting: by catamaran classic 30 by calm sea, Hydroairy ship by sea a little rough and SWATH improved by strong sea. In addition, the proposed system will allow conventional Catamaran access to ports, pontoons, bays and sheltered beaches at shallow draft, if only as a refuge. Figures I and 2 are cross-sectional and lateral views (schematic diagrams) of the two extreme positions of the proposed system. In heavy seas, an immersion of the floats up to 6 m (under sea level at rest) seems desirable, but exact dimensions and shapes will be deduced from the precise calculations by the Engineering of design and realization. This basic principle may be adjusted to the specific needs of the Shipowner or the Carrier depending on the vessels and the ranges of use concerned.

Figure 4 shows the diagrams of two different equipment that can meet the challenge. One is the well-known and well-known subsystem of leg or telescopic arm under hydraulic pressure. The other is a screw-nut type cylinder.

Hydraulic telescopic arm "BT": It has the advantage of being able to decide the number of sections and therefore the height of each of them. This limits the space taken in the hold / hold or the hulls of the ship and therefore allows to equip multihulls of medium or small size as well as large vessels. D "Bv" screw-nut arm: In one piece its motorized vertical screw-axis is rotated (left or right), motor stator fixed to the ship. The nut-casing, attached to the float, slides on the rotating shaft like the nut that prevents rotation. Simple and robust this arm can correspond to large ships whose hull / hold / bale is about 10 meters high (spindle motor on the deck of the ship if necessary). These arms can be protected by a shock-proof passive and anti-shock girthing telescopic outer casing of rhombic or oval section or "tear" whose length will be oriented by the flow: hence better penetration and less effort in the water and waves. The number of these legs / arms "B" height varies depending on the size and weight of the ship and other efforts (waves, shocks, etc.): four legs / arm for small catamarans (2 per float) but obviously more on bigger ships. They are not subject to the impact of waves and friction giving ships a very good stability in all weather and a lesser drag on the progress. The transition from the calm sea position to the sea rough position or even big sea (and vice versa) is not only adjustable but can be done at any time provided that the movements of the legs / arms are synchronized. If there are only four arms, a malfunction of an arm can be compensated by temporary blocking and / or manual rescue. While for multi-armed vessels it might be enough to make the defective arm passive to follow the movement of others and repair it, possibly at sea and empty (if possible). At this stage of the description it should be remembered that the floats "F", for basic operation in conventional catamaran calm sea, are a priori type 30 unsinkable (lighter than the thrust Archimedes). But if the legs / arm "B" unfold before the immersion of the floats, then the deck + superstructure "S" and the center of gravity of the ship rise relative to the sea level / flotation. In this elevated position the ship becomes unstable. A procedure is to be followed to avoid this risk:> The immersion of the floats must be launched just before and / or in synchronism with the deployment of the legs / arms (positioning probes and computer). D Therefore, add a load (ballast) or temporary driving force just before and / or in synchronism with the deployment of the legs / arms. It is best to do these things before the sea is too rough. - 4 To achieve this goal of fast and stable immersion of the floats by temporary load-force several options are possible (even a "mix" of them): D Option 1: Put at the level of the bridge / superstructure "S" of the ship this temporary additional charge, easy to fill and drain: big ballast filled with seawater in double bottom of the ship, so under its center of gravity. This additional adjustable weight allows the floats "F" downwardly immersed, on the bottom, at the bottom, at the bottom. If necessary we will use fins (or dive bars "P") to stabilize at the right depth these floats (which will then be bowling). The deck / superstructure "S" of the ship, raised due to the synchronized deployment of the extensible arms, will remain out of water at a good height to avoid the majority of the waves. According to the onboard commercial load, the mass and the volume of sea water in this ballast, calculated with total filling for light vessels, will be reduced accordingly. > Option 2: Fill sea water with temporary ballasts taken from the float volume "F". Light or merchant ship, these ballasts (±, filled and drainable) are greater than the total weight of the ship. The floats will then be almost submersible as "submarines in equilibrium". Other small adjustment, descent / climb ballasts, plus adjustable dive bars "P" will stabilize them to the desired depth. The deck / superstructure "S" of the ship will remain out of water by synchronized deployment of the extensible arms, as a first option. D Option 3: Use a certain inclination, vertically, of the "J" propulsion jets (figure 5) at the bottom of the two "F" floats (but this option will require a specific verification of detail by the Design Engineering). This action impels a same stern lifting force on the two floats completed by the immersion and bow driving force by the dive bars "P" to lead and stabilize the floats at the desired depth, in synchronism automatic adjustment of the telescopic arms. The deck / superstructure "S" above the water may remain horizontal despite the initial inclination of the floats. The first option is not necessarily the best because it must provide a strong penalizing and destabilizing overload at the deck / structure "S" of the ship. Light ship by big sea the ballast must paradoxically be calculated full of water, heavy. The result for trips to "light" a loss of speed or a call for more power so more fuel consumption, for nothing .., otherwise the stability of the empty ship. On a "loaded" trip, the ballast is only partially filled (to adjust to the transport load). The water then moves dangerously in the ballast. - 5 One can be afraid of ram blows destabilizing even destructive. In addition the positive effect "tumble" of the full ballast becomes negative to partial filling (the water goes down to the lowest and accentuates lodging and plate): it is better to compartmentalize the ballast. High instability also in the event of load or passenger movements in and on the vessel as large ballasts partially filled up accentuate the imbalances: it is necessary to use ballasts rinci with neutres eau._ in rem li or empty and buwer several efits beljaeSAL_Legeg ' However, if in spite of safety the floats sink too deeply, the hull / deck of the ship in contact with the water will allow the latter 10 to continue to float "rescue" like a monohull (with keels / drifts). At sea calm no problem: empty main ballast and classic catamaran ship. The second option seems interesting. Transferring water into the floats reduces the buoyancy without increasing the vessel's basic dimensions and weight: less load to push than optional 1, therefore more speed and maneuverability. In addition, this water load is placed at the lowest, in the floats which also become a perfect experience, by submarines, ballast control and "P" diving bars whose maneuvers must be secured. (by double orders). Full ballast full, water hammers are limited to only small ballasts setting with much less impact. The ballasts will be drained by air injection provided by a compressor housed in the ship "S" out of water. In case of extreme risk as for option 1, here too the hull / deck of the ship in contact with the water will allow the latter to continue to float "rescue". Finally, by calm sea, the same favorable remarks as for the option 1. tr moad vrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrn should, by their coupled orientations, very quickly assist the initial action of the thrusters, but this means that the speed of advancement of the ship is correspondingly reduced, since part of the thrust is expressed in vertical tumbling force then Thus, it will be necessary to check in detail according to the types of ships and the marine conditions if this solution presents a real economic and practical advantage without risk. impulse immersion the "J" hydrojets should be able to return to the full horizontal thrust position, the immersion equilibrium being ensured by the "P" diving bars, and any temporary adjustment ballasts 35 of which rifiera need or benefit in the floats "F" (ship stopped non ballasted floats should naturally resurface). Another advantage of this option is its speed of immersion. A mix of these three options may be the ideal solution. - 6 So where Monocoque, Catamaran classic or SWATH are dangerously undergoing very bad sea conditions the NRFV will continue providing protection and stability to the states of very large seas or even huge waves. But at the price of what influence on the piloting? How to effectively manage the NRFV principle without heaviness and risk? To achieve this objective, two separate but complementary computerized systems (possibly identically doubled for safety):> A first synchronous immersion setting of the floats, deployment of the "B" arms and ballast filling according to the sea state ( diagram, model table in figure 6) 10 It passes through a system capable of measuring the sea states, therefore crests and valleys, with respect to the flat bottom of the ship (reference level) ... at the front and at the back even on the sides. For example, pressure or level probes may be used at the bottom of the floats and topographic scanning by radio or laser echo (or other systems) out of water from the ship "S". 15 These measurements will be entered in a computer and will be used to define: / the height Hy = "peak - hollow" of the waves ("smoothed" values?), - their "median level" or "calm sea" level, / the value A = "flat bottom of the ship - wave crest" which will be deduced from the pre-recorded chart (model in figure 6), 20 v the value B = "calm sea level - top of the float" also deduced from the table, ... and consequently: / the value E = "deployment of the telescopic arms", which will also fix the ballast. In the event of a computer failure, the pilot can 'visu' estimate the height Hv of the waves, define the E value according to the paper copy of the table and manage the ballast. The manual or automatic firing of the ballast will launch the programmed immersion of the floats in synchronism with the deployment of the arms and thus also with the raising of the vessel (ballast filling and deployment of the telescopic arms are stopped as soon as they reach their values. prefixed). > A second, finer adjustment of the telescopic arms, small ballasts and "P" diving bars for untimely movements and moving loads. It will require gyroscopes, accelerometers or inclinometers on the ship to measure cottages and plates. The 3D information thus transmitted will make it possible to switch on and control the filling / emptying of the small stability ballasts and to set the "P" dive bars and each telescopic "B" arm. The vessel "S" will always remain horizontal regardless of the immersion and (acceptable) inclination of the floats. So for each float the length of each arm will have to adapt to this inclination (when dampers or springs will not be enough to compensate). -7-. The dynamic adjustment of the legs / arms "B", ballasts and dive bars "P" will certainly adjust the positions, almost instantly and continuously, to get lean or trim and other movements at the lowest at any time and what whatever the load of the ship (GM-METER, ESEM software, gyroscopes, probes, ..). However it will parallel articulate and / or put in spring the connections between legs / arms "B" and floats "F" to avoid destructive efforts of tearing of these links during the management of the roll, the pitch and the offsets of adjustment between arms. Same precautions between "B" arm and "S" hull / transom as on the telescopic arms themselves. Reinforcements and / or absorbers efforts will be considered, as after sea trials of the first SWATH. Simulation or prototype or prototype tests will help to better understand the difficulties and synchronize the "arm" settings by adapting the motion control software to the onboard pilot computers.

Concerning the international ecological rules on ballasting, the NRFV presents no problem. For all water and load ballasts, their emptying, rinsing and refilling on the high seas will follow these rules. Note, however, that by calm sea the largest ballasts of a NRFV, those charge, are a priori empty. In addition, the use of seawater for the operation of the hydraulic legs / telescopic arms, or the lubrication of the legs / arm with screws, would be "a more ecological". And if seawater salts are a problem, there can be continuous softened water in the vessel through a desalination system (reverse osmosis membranes, or other) placed in the seawater circuit behind the seawater pumps. suction with the advantage of also using this treated water directly for the other technical or human needs of the ship, thus without overloading of large storage. The seawater intake can be done by suction motor pump immersed under the vessel in a "motorized mechanical telescopic arm". But it is possible to insert a "passive mechanical telescopic arm" on each float, the motor pump being housed at the base of this arm in a vertical conduit through the float tight manner.

The purpose of the invention is also to allow a high speed in all weather / all seas, it is better to use jet engines type "J" (for lack of future MagnetoHydroDynamic propulsion - MHD - to accelerate the water of electromagnetic effect in a nozzle without propeller O. These hydrojets (orientable in all directions - figure 5) will be generated by electric powertrains in the stern submerged floats (accessible or exchangeable in the floats; engines cooled with seawater).

Their number by floats will depend on the size and power of the vessel as well as the security required. Floats destroyed and ship "S" in contact with water will be used sails, kite, and / or rescue engine at the stern of the ship.

For the sake of safety also the electric current required for propulsion will be produced by at least 2 to 3 generators (driven by diesel, gas turbines, Stirling engine, etc.) easily accessible and not immersed ... therefore housed at the air in the hold / hold of the ship ... more margins, savings and relief (sails?). This same electrical current will also be used for all the other particular needs of the ship's operation as well as the various consumption of the crew and the passengers. Ecological benefits such as solar and wind can even be considered on batteries, if only in relief and communications. For NRFV warships such as aircraft carriers, nuclear groups can still be considered if we solve the problem of large water intakes at sea, for example by telescopic arms.

Particular attention is to be paid to the design of the floats (resistance of form, friction and wave). Because, depending on the sea conditions, the floats must surf (catamaran), or cut the average waves, or be submerged (submarine). The common adaptation should not too much reduce the high speed in calm sea and allow an attractive speed in rough seas ... with reduced consumption of fuel.

The engineering realization will decide for each type of NRFV (hybrid solution? Supercavitation air spray around floats? MHD? ... the list is open). Also check if the floats must be secured by spacers to freeze the spacing in the width of the ship as it was applied retroactively on a SWAT1-1, after incident, especially given the efforts collected by large seas. Externally ballasted and compartmentalized floats should also provide a better protection against impacts (large floating debris, iceberg, whale, etc. ...). Finally a large NRFV would allow a possible invisible and protected docking of submarine or low boat which would be sheltered in an access point between the floats under the hull / structure "S" of the ship (to define the security, guides and fixings required).

In addition, the "F" floats must be spread as far as possible for stability reasons, the telescopic arms "B" penetrate into the deck / superstructure "S" at the limit of its side walls. It will be advantageous to house these arms in reinforced outer areas linked to the NRFV's main structure, integrated in a double compartmentalized hull all along the ship, also protecting it in case of impact. The outer shell can even be calculated to absorb by deformation a good part of the impact energy. The spacing between legs / telescopic arms (hence their number) will have to be calculated not only to support the ship's weight and other additional loads but also, in operation with submerged floats, to avoid a wave resonance phenomenon. successive bows (even breaking them or canceling them at high speeds). At the same time when the "F" floats are submerged and the "S" vessel out of water the hull speed brake impact remains limited.

It remains to tackle the waves induced or undergone, the icebergs and the pack ice:>, Vgguesindutte_s: The fast catamarans circulating along the littoral, in relatively shallow waters, are very criticized because they create induced waves with long period causes incidents when arriving on the coast. A NRFV should avoid these problems since the floats can be immersed in SWATH mode as long as the draft allows it to leave only the arms at the water's edge, thus inducing only small waves of bow and no or few waves of stern. Approaching low-draft shorelines, the NRFV will operate safely in conventional low-speed catamaran mode, limiting the strength of induced waves and the risk of incidents, or it will sail a little further offshore and then present itself perpendicular to the coast in SWATH mode before using the classic catamaran mode or hydroairy ship idling near the harbor. > Waves sustained (up to very large seas): The holding of a NRFV with the strongest waves in large seas should be much better than for a monohull, a classic catamaran, a SWATH or a Hydroairy ship when we play with the immersion of the floats at good depth under the waves and with good free height under the bottom of the ship. This is the main reason for this invention. > Huge waves and villains: If the huge waves are relatively long wavelength the NRFV must be able to ride them without risk. But at shorter wavelength the way these rogue waves impact existing ships and how to fix them is still a problem ... subject of study. Imagine to this day what shape and attitude the ship could reduce the impact remains most often (except experiences of great navigators?) A pious wish, limited to the current monohulls ... and if we have advanced on the subject I As for the satellite tracking of these rogue waves it is preventive, for all types of ship, to give more time to escape "The" wave. The new invention can not yet solve this problem, very particular and unpredictable, a NRFV with both advantages and risks: / At most can we assume that the risk of breaking a NRFV straddling a crest or on two consecutive peaks can be avoided by the fact that the floats "F" will remain immersed or in contact with the wave hollows and that the - '- ship raised "S", thanks to the legs / telescopic arms "B", will leave to pass the bottom of wave under its bottom thus supported on all its length and width ... as far as these floats and arms do not bend or tear! (It can also be assumed that with its submerged floats, also acting as weighted keels, a NRFV will see its heel and trim always reduced compared to a monohull ... hence a risk of capsizing less.A NRFV will win he to face the rogue wave front, side, rear? All the telescopic arms will be dangerously affected by the rogue wave or only the front line? The ship "S" raised in the upper part of the Will the wave be more destructive than a monohull or less? Will floats and ship structure be sufficiently protected by a double hull (total for floats, thanks to ballast, and at least lateral for the ship)? Detailed studies and simulations are to be done.

In the absence of certainties, it remains that the NRFV will be able to maneuver more quickly than a monohull and that it will be able more quickly and better to flee "The" wave, to leave and to circumvent the danger zone within acceptable deadlines ... if the rogue wave is not spotted too late! Be that as it may, we must first really understand what are rogue waves, analyze all their destructive effects above, below and below the waterline, and finally see how to fix it ... if possible. Theoretically the NRFV is at this stage and on this point no worse than a monohull ..., so overall better since more efficient in usual conditions (not extreme). "Floe: A NRFV is not made to travel among the pack ice.

Let this area of the seas to icebreakers and other reinforced monohulls. But a NRFV caught in the ice is affected only on floats and arms. D Icebergs: If they are infra-metric the NRFV should not be affected but the legs / arm "B" will have to be protected (reinforcements / double envelope). If the iceberg encountered is large and if its most prominent part is clearly out of water the risk of shock will concern the upper part "S", out of water, of the NRFV. Although damaged the ship should be able to continue to sail on its floats and return to the nearest port, except perhaps by very large sea. If the prominent part of the iceberg is in waterline or under water are your legs / arms or floats that risk shock. But while the floats "F" will tend to sink or fall off, the NRFV's intact "S" top will come down in contact with the water and then float while waiting for rescue (or even navigate by reserve thrusters, under " S ", or by sails). - Finally for La Défense: NRFV submerged mode offer little surface torpedoes. All measures taken and adapted on a case-by-case basis, depending on the type of vessel, the loads, the sea conditions and the needs for competitiveness, we should obtain an interesting evolution of the circuits and maritime transport. 15 20 25 30 35

Claims (6)

CLAIMS1) Variable floating Floating Ship (NRFV) device characterized in that it uses "F" floats occasionally submersible, adapted to the type of preferred use of the ship, topped with legs / arms "B" to Variable height adjustable according to the state of the seas, allowing with or without ballast to immerse the floats, to raise the ship "S" and to stabilize the whole without having to undergo the impact of the waves even of very big sea. 2) A multi-hull NRFV device, according to claim 1, characterized in that it comprises a device for adjusting the variable legs / arms "Bi-" of a NRFV using a "vertical and rigid hydraulic telescopic system" with adaptable sections in number and dimensions to be deployed or retracted by hydraulic pressure adjustment to raise or lower the "S" deck / superstructure of the vessel out of water in synchronism with the deep immersion or ascent of floats "F". 3) A multi-hull NRFV device, according to claim 1, characterized in that it comprises a device for adjusting the legs / variable arms "Bv" of a NRFV using a "vertical and rigid screw-nut system" of which the casing-nut slides vertically on its rotary motor-driven spindle to raise or lower the deck / superstructure "S" of the ship out of water in synchronism with the deep immersion or ascent of floats "F". 4) A multi-hull NRFV device according to one of claims 1 to 3, characterized in that it comprises a float device "F" for multihull vessels, of a shape adapted to the type of preferential use of the NRFV, the floats being able to withstand an adjustable temporary immersion load-force, including internal or external ballasts and / or tumbling and driving forces, as it approaches difficult sea conditions and is also equipped with balancing ballasts and "P" fins / bar sets at the front and rear as well as "J" thrusters with hydrojet steerable in their rear end. 5) A multihull NRFV device, according to one of claims 1 to 4, characterized in that it comprises an automatic computerized control / adjustment device, with manual assistance, for the continuous measurement of the sea state, in particular the height of peaks and troughs of waves from the bottom of the ship, deviations the mean sea level calm, and allowing to define the synchronous-13 points of adjustment of the ballast filling, the orientation of the fins / dive bars "P" and deployment of telescopic "B" arms. 6) A multi-hull NRFV device according to one of claims 1 to 4, characterized in that it comprises a propulsion device "J" hydrojets orientable in all directions, the jets can also be inclined to the vertical and thus allow by small tumbling effect, and possible ballasts, the dive then the sink / immersbn "F" floats with coupling to the dive bars and stabilization "P" arranged at the front and rear of these same floats.