FR3131264A1 - SYSTEM FOR MANEUVERING A MARINE VEHICLE - Google Patents

Abstract

The invention relates to a system (10) for maneuvering a marine vehicle (20), said system (10) being intended to be placed on board (310) a ship (30), said system (10) comprising a ramp (110) positioned on said vessel (30), said ramp (110) having a first end (1101), a trolley (120) adapted to move on the ramp (110), a fender body (130) connected to the carriage (120) and adapted to rest on the ramp (110), said defense body (130) being capable of rotating relative to the carriage (120). Said system (10) comprising at least one fender arm (140) comprising a second attachment device with the marine vehicle (20), said fender arm (140) being capable of rotating through a limited angular range with respect to the defense corps (130). Figure for abstract: Fig. 1

Description

System for maneuvering a marine vehicle

The present invention is located in the naval field and relates to a system for launching and recovering marine or underwater vehicles (LARS, for “ Launch And Recovery System ” ) capable, on the one hand, of lifting the machine from the water to a towing system on board a carrier ship, and on the other hand to lower the machine from the carrier ship to the sea. It applies in particular to launching towed or autonomous underwater vehicles, the latter then being provided with a temporary link during the launching and recovery phases.

The operations of launching and recovering a marine or underwater vehicle from a carrier vessel, also responsible for transporting this vehicle, generally involves a critical phase, especially in rough seas. This phase consists of the transition from the totally emerged state where the machine is attached to the handling means used, to the totally submerged state where the machine no longer has any connection with them, and vice versa. Indeed, it is during these critical phases that swell movements are the most dangerous for the integrity of the machine, it being shaken by the swell while it is close to either the structure of the ship , or that of the lifting and handling means, at the risk of hitting them. This is particularly the case for a marine or underwater vehicle in the launching or recovery phase, when the vehicle is partially in the water: its movements are not yet (or are no longer ) completely controlled by the lifting and handling means. Thus, with regard to autonomous machines, not towed by the ship, a known solution consists of providing securing means on the hull of the machine, for example fixing rings, these fixing means being arranged in such a way. so that the machine can be lifted while maintaining a horizontal position. The launching and recovery can then, for example, be carried out by means of a winch mounted on a mobile gantry placed at the rear of the vessel, or even a crane, the gantry or crane allowing the positioning of the lifting winch above the recovery area. Consequently, launching and ascent are carried out vertically, which limits the possibility of collision with the vessel during descent or ascent. Alternatively, the machine can be lifted by placing it in a nacelle type device which itself has appropriate fixing points.

This type of solution is applicable, in particular autonomously, to vehicles towed from a single cable, preferably located vertically to the center of gravity. Handling by means such as those described above using a single cable requires additional operations whose purpose, after lifting the machine and positioning it above the deck of the ship, is to place the machine flat on the deck. of the ship or more generally in a storage area. These operations generally require the intervention of human operators, an intervention which is made more delicate and more dangerous in heavy seas. When using front towed machines, the generally preferred solution is to use a handling cable temporarily hung above the center of gravity of the machine.

A solution also used provides handling based on the installation of means comprising an inclined ramp on which the machine slides to reach the surface of the water or to exit and return to the ship. The ramp is generally configured so as to ensure the guidance of the machine along a rectilinear trajectory, which prevents the machine from following lateral movement. However, such a ramp is generally not suitable for use in heavy seas. In fact, lateral movements of the craft can damage it, but also relative vertical movements when the craft is in a transition zone.

The use of such means advantageously makes it possible to launch and deploy the machine behind the ship by letting the towing cable run and, conversely, to recover the machine on board the ship by rolling up the cable, on the drum of a winch for example. In this way, the launching and recovery of the machine can be carried out while the ship is moving, so that the machine, dragged by the ship, is naturally positioned in the axis of progression of the ship. -this.

To overcome these difficulties in making contact, various solutions have been developed, solutions generally adapted to a given type of machine. These known solutions generally consist of reinforcing the structure of the machine, mainly the nose, so that it resists the shocks resulting from coming into contact with the end of the ramp. It also consists of implementing means to minimize these shocks, in particular by configuring the ramp so that its end is located below the surface of the water such that the device floating on the surface enters into contact with the inclined surface of the ramp and not with its end. Such solutions nevertheless prove insufficient in heavy seas because the tossing effect (or "slamming" according to the Anglo-Saxon name) due to the waves is then reinforced by the movement of the ship.

Other solutions have been developed (for example EP 20110793422 and US 8430049B1) in which an articulated tilting ramp is integrated into the vessel. The inclination of the ramp makes it possible to control the submerged part of the ramp. Once the ramp is submerged, pulling the machine allows you to cross the stop which separates the ramp from the water surface. In addition, in heavy seas, the ramp may be exposed.

Document WO2016062870 discloses a solution in which a protection element is adapted to transit a marine vehicle towards a ramp. However, in certain applications, notably a very high bridge or significant ship movements on swell, this solution reaches its limits and in the case of an underwater vehicle towed from the front and fitted with wings, leads to during the ascent the vehicle rests on the trailing edge of the front wings despite the use of a curved part for defense. Repeated contact with the trailing edge of the wings can lead to damage to these wings over time.

There is therefore a need to propose a simple and practical solution making it possible to improve the maneuvering of the marine vehicle during launching or recovery operations while minimizing mechanical damage to this marine vehicle during these operations. operations.

The present invention aims to remedy this need at least in part.

More particularly, the present invention aims to promote the maneuvering of autonomous marine vehicles which may present certain fragilities.

For this, a first object of the invention concerns a system for operating a marine vehicle, said system being intended to be placed on board a ship. The system includes:
- a ramp positioned on said vessel, said ramp comprising one end, said end being not immersed in water;
- a winch arranged at one end of the ramp opposite the end, said winch being adapted to control the winding and unwinding of a cable, said cable being adapted to move the marine vehicle;
- a carriage adapted to move on the ramp between the rounded end and the winch under the effect of movement of the marine vehicle;
- a defense body connected to the carriage and adapted to rest on the ramp, said defense body being able to rotate relative to the carriage;
- at least one defense arm adapted to rest on a raceway, said defense arm being adapted to extend the defense body towards the water, said defense arm being able to rotate over a limited angular range in relation to the defense corps.

This improves the attachment/detachment of the marine vehicle from the ship. Indeed, the defense arm is in the high position during recovery at the moment when the marine vehicle touches said defense arms. This high position mainly comes from the fact that in the low position the entire body of defense rests on the defense arms. We can thus have arms deeper in the water to accommodate the marine vehicle while maintaining an inclined V profile, seen from the side. In addition, this solution is particularly suitable for marine vehicles comprising two horizontal supports at the front, such as wings, placed on either side of a main body. Indeed, during the ascent and specifically during the critical passage of a transom, the defense arms pass into the low position under the effect of the weight of the defense body and the fact that it is the arms which are supported on the Raceway. If we consider recovery, the marine vehicle can thus dock on these defense arms which will limit the lurching, lurching, heaving, rolling and yaw movements. The marine vehicle advances on the fenders due to the effect of the cable being pulled back by the winch. The fenders then allow, when the carriage advances, to lift in a purely mechanical manner, that is to say by using the traction force of the winch, the front of the marine vehicle to bring it to the level of the ramp. The step having passed, the marine vehicle can then begin to slide on the ramp until it is completely recovered. When launching, the defense arms also accompany the marine vehicle placing it in the water without there being any shock to the front of said marine vehicle likely to damage it. We also avoid support on the trailing edge of the wings by being able to retract the defense arms except when they are necessary (in the low position) or if they are not in the way (notably on the upper part of the ramp). This solution is fully automatable and requires a minimum of actuators.

In a particular embodiment, the limited angular range is less than or equal to 10°.

In a particular embodiment, the limited angular range is achieved by:
- a pivot connection between the defense body and the defense arm;
- a light in the defense arm, said light being distant from the pivot link;
- a pawn belonging to the defense corps and able to move in the light.

In a particular embodiment, the defense arm is curved.

In a particular embodiment, the raceway associated with the defense arm comprises a first part belonging to the ship and a second part extending the first part of the raceway in continuity with the end of the ramp.

In a particular embodiment, the defense arm comprises a protuberance intended to rest on the second part of the raceway.

In a particular embodiment, said system comprises two defense arms arranged on either side of the defense body.

In a particular embodiment, the trolley is a fairlead trolley.

Another object of the invention relates to a system for operating a marine vehicle according to the invention.

The present invention will be better understood on reading the detailed description of embodiments taken by way of non-limiting examples and illustrated by the appended drawings in which:

there illustrates, seen from the side, the system according to the invention for maneuvering a marine vehicle in a docking phase of this vehicle;

there illustrates the position of a pawn in a light of the system of in the phase of beginning of ascent of the marine vehicle;

there illustrates, seen from the side, the system of in a phase of beginning of ascent of the marine vehicle;

there illustrates the position of the pawn in the light of the system of the in the phase of beginning of ascent of the marine vehicle;

there illustrates, seen from the side, the system of in a subsequent phase of ascent of the marine vehicle;

there illustrates the position of the pawn in the light of the system of the in the subsequent ascent phase of the marine vehicle.

There illustrates a system 10 for operating a marine vehicle 20.

This system 10 is adapted to be placed on a ship 30, for example a small ship of less than 50 meters. More particularly, the system 10 is arranged on an edge 310 of this ship 30. Preferably, the system 10 is installed at the stern of this ship 30.

The system 10 for operating the marine vehicle 20 includes:
- a ramp 110;
- a winch (not shown);
- a carriage 120;
- a defense corps 130;
- at least one defense arm 140.

The ramp 110 extends on the ship 30 from one end 1101 towards the winch. It can be in the form of a slider defining a sliding path. It has a certain inclination α facilitating launching of the marine vehicle 20. More particularly, the ramp 110 overlaps the edge 310 of the ship 30 so that the end 110 protrudes from this edge 310 in the direction of the water, represented by a water line 40 on the . This end 1101 is however not immersed in the water but is emerged in a limited manner, for example between 0 and 50 cm.

The winch is arranged at one end of the ramp 110 opposite the end 1011. This winch is adapted to control the winding and unwinding of a cable (not shown). During a cable winding phase, the marine vehicle 20 is pulled onto the ramp 110 by the cable to be taken out of the water. On the other hand, during a cable unwinding phase, the machine 20 slides on the ramp 110 under the effect of its weight with a view to being launched into the water. Alternatively, the trolley can contribute to launching (and recovering) by being controlled, for example, with a limited effort always exerted downwards. When launching, the winch unwinds the cable and the mass of the marine vehicle, the mass of the trolley and the effort drive the assembly downwards. The advantage is to guarantee the connection between the marine vehicle and the fenders, particularly in the case where there is no locking at the level of the fenders.

The carriage 120 is adapted to move on the ramp 110 between the end 1011 and the winch under the effect of movement of the marine vehicle pulled by the cable. Preferably, the cart 120 is a fairlead cart type cart.

The defense body 130 comprises an elongated part 1301, a bump 1302 (visible at the ) and a plurality of contact points 1303. The elongated part 1301 allows a connection of the defense body 130 with the carriage 120. More particularly, the defense body 130 is adapted to rotate relative to the carriage 120 around a pivot connection 1201. Such a rotation of the defense body 130 with the carriage 120 makes it possible to maintain this defense body 130 in contact with the ramp 110, particularly at the contact points 1303. The defense body 130 also includes a bump 1302.

The defense arm 140 extends the defense body 130 towards the water. This defense arm 140 is able to rotate relative to the defense body 130 over a limited angular range. Preferably, this limited angular range is less than 10°. The defense arm 140 thus rotates around a pivot link 1401. This rotation is blocked by a pin 1304 of the defense body 130 which moves in a slot 1402 belonging to the defense arm 140. It will be noted that the defense arm 140 is adapted to rest on a raceway 150. This raceway 150 is different from the ramp 110. This raceway comprises a first part 1501 belonging to the ship 30, a second part 1502 extending the first part 1501 in the direction some water. The second part 1502 extends the first part 1501 in continuity with the end 1101 of the ramp 110. Preferably, the raceway 150 is parallel to the ramp 110. The raceway extends beyond the edge 310 of the ship and has a shape rounded.

The marine vehicle 20 is, for example, an autonomous marine vehicle 20. It may include:
- a main body 210;
- at least one control surface 220.
- a first hooking device (not shown).

The main body 210 is adapted to stay on the surface dynamically thanks to non-zero speed and supporting surfaces. Alternatively, the main body 210 can float on water. It is capable of receiving a load, such as a sonar with fragile elements. The main body 210 can also receive motorization elements to ensure movement of the marine vehicle 21 on the water.

The rudder 220 is adapted to facilitate the guidance of the marine vehicle 20 when traveling on the water. This rudder 220 can take the form of a wing having a leading edge 2201 on its upper part and a trailing edge 2202 on its lower part. Preferably, the marine vehicle 20 comprises two control surfaces arranged on either side of the main body 210. In Figures 1, 3, 5, the control surface 220 is inclined with the leading edge inclined upwards.

The first attachment device of the marine vehicle 20 is located at the front of the main body 210. This first attachment device is adapted to be linked to the cable of the main winch.

There illustrates the system 10 in a docking phase of the naval craft 20. In this docking phase, the carriage 120 is closest to the end 1101 and the defense body 130 and the defense arm 140 are in partly submerged. The rudder 220 of the marine vehicle 20 can then abut against the defense body 130. In addition, this rudder 220 also abuts against the defense arm 140 at a support zone without a bump. The defense arm 140 is here in a high position in which the pawn 1304 is in a lower part of the light 1402. This positioning of the pawn 1304 is more particularly illustrated in the which is an enlargement of the defense body 130 at the level of the light 1402. The defense arm 140 is held in its high position under the action of the marine vehicle 20 against the defense arm 140 and a support on the second part 1502 of the raceway 150 via a protuberance 1403.

There illustrates the system 10 in a phase of the beginning of the ascent of the marine vehicle 20. During this phase, the cable is retracted via the winch which makes it possible to pull the marine vehicle 20, the defense body 130 and the defense arm 140. With the movement of the carriage 120, the defense arm 140 pivots around the pivot link 1401 to reach an intermediate position. As it is illustrated in , in this intermediate position, the pin 1304 is between the two ends of the light 1402. This positioning of the pin 1304 is more particularly illustrated in . The connection between the marine vehicle 20 and the system 10 is then improved. Due to the curved shape of the defense arm 140, the front of the marine vehicle 20 is raised. Furthermore, by this rotation around the pivot connection 1401, the defense arm 140 retracts by its own weight, which allows it not to touch the trailing edge 2202 of the horizontal support 220, in this position critical for the passage of the step formed by the transom of the boat.

There illustrates the system 10 in a subsequent ascent phase of the marine vehicle. During this phase, the cable continues to be reworked via the winch, which makes it possible to pull the marine vehicle 20 via the carriage 120, the defense body 130 and the defense arm 140. This marine vehicle 20 then comes to rest directly on the ramp 110. With the movement of the carriage 120, the defense arm 140 pivots around the pivot link 1401 to reach a low position. In this low position, the pawn 1304 is in a high part of the light 1402. This positioning of the pawn 1304 is more particularly illustrated in the . The defense arm 140 arrives in the second part 1502 of the raceway 150. This second part 1502 has a rectilinear shape. In the same way as the previous phase, the defense arm 140 does not touch the trailing edge 2202 of the horizontal support 220.

In the case where the ascent continues, the defense arm 140 arrives in a third part 1503 which is here horizontal. As the marine craft 20 continues to slide on the ramp 110, the second attachment device of the defense arm 140 retracts and frees itself from the marine craft 20.

The description developed above also applies to an operation in which the marine vehicle 20 is lowered from the ship 30. The winch will then gradually release the cable. The defense body 130, the defense arm 140 will pass successively into the different positions as illustrated in Figures 6 to 1.

Another object of the invention also relates to a ship 30 comprising the system 10 for operating a marine vehicle 20 as described above.

The invention thus proposes to provide mobile parts of the fenders in particular on a system of movable curved fenders linked by pivot to a trolley of the trolley type. This cart moves on a ramp slightly inclined relative to the water and whose end is not submerged.

The invention makes it possible to launch and recover a marine vehicle by protecting in particular its front part which may include fragile detectors. It allows support for the passage of the step between the end of the ramp and the water by supporting the body by the lateral horizontal supports, while freeing up the space that the trailing edge of these supports could occupy so as not to collapse. press it during the entire launching or recovery process.

It is mainly the extension formed by the defense arm(s) which makes it possible to accommodate the marine vehicle deeper in the water. Once contact has been established more or less high on this arm, the winch makes it continue to rise. The sailor then passes over the main defense body then comes to block on the vertical part of the main defense body.

The invention is not limited to the embodiments and variants presented and other embodiments and variants will be clearly apparent to those skilled in the art.

Thus, the carriage 120 is connected to the winch via the cable. This solution is particularly advantageous in the case of an autonomous marine vehicle which locks onto the fenders, either by direct locking on the fenders or by locking before contact with the fenders via a capture station.

Thus, the boss 1302 is adapted to accommodate a hooking device with the marine vehicle 20.

Thus, the ramp stops suddenly without protruding from the edge 310 of the ship 30 with just a roller or a horizontal defense for the moment when the marine vehicle comes to land.

Thus, we create a blocking of the degree of rotation of the arm in the low position to constrain it in a preferential position and release it as soon as the carriage is reassembled.

Claims (8)

System for operating a marine vehicle (20), said system (10) being intended to be placed on board (310) of a ship (30), said system (10) comprising:
- a ramp (110) positioned on said vessel (30), said ramp (110) comprising a first end (1101) not immersed in water;
- a winch arranged at a second end of the ramp (110) opposite the first end (1011), said winch being adapted to control the winding and unwinding of a cable, said cable being adapted to move the marine vehicle ;
- a carriage (120) adapted to move on the ramp (110) between the first end (1101) and the winch under the effect of movement of the marine vehicle;
- a defense body (130) connected to the carriage (120) and adapted to rest on the ramp (110), said defense body (130) being able to rotate relative to the carriage (120);
- at least one defense arm (140) adapted to rest on a raceway (150), said defense arm (140) being adapted to extend the defense body (130) in the direction of the water, said defense arm (140) being able to rotate over a limited angular range relative to the defense body (130). System for maneuvering a marine vehicle according to claim 1, wherein the limited angular range is less than or equal to 10°. System for maneuvering a marine vehicle according to any one of claims 1 to 2, in which the limited angular range is achieved by:
- a pivot connection (1401) between the defense body (130) and the defense arm (140);
- a light (1402) in the defense arm (140), said light (1402) being distant from the pivot link (1401);
- a pawn (1304) belonging to the defense body (130) and capable of moving in the light (1402). System for operating a marine vehicle (20) according to any one of claims 1 to 3, in which the defense arm (140) is curved. System for operating a marine vehicle (20) according to any one of claims 1 to 4, in which the raceway (150) associated with the defense arm (140) comprises a first part (1501) belonging to the ship and a second part (1502) extending the first part (1501) towards the water, said second part (1502) being in continuity with the end of the ramp (110). System for operating a marine vehicle (20) according to any one of claims 1 to 5, in which said system comprises two defense arms (140) arranged on either side of the defense body (130). System for operating a marine vehicle (20) according to any one of claims 1 to 6, in which the carriage (120) is a fairlead carriage. Vessel comprising a system for operating a marine vehicle (20) according to any one of claims 1 to 7.