GB2556971A - Orca wave energy inversion system - Google Patents

Abstract

A structure or framework, referred to as a nacelle secured to the deck of a boat, ship or other water-borne vessel. Within the nacelle a heavy-duty axle or shaft is mounted, supporting a beam that is balanced horizontally on the axle. The beam has further axles equally spaced towards each end of the beam, to which force transfer mechanisms are attached by way of revolving linkages. The force transfer mechanisms are further attached to slide mechanisms positioned above and below the force transfer mechanisms. Power inducers are attached to the horizontal beam to either side of the axle or shaft.

Description

1. FIELD OF INVENTION

Orca is a marine renewable energy wave conversion device, which is vessel hosted and operated, self-contained, self-sustaining, multi-mode, multi-function and scalable, which uses the leverage of a vessel and its decks, when the vessel responds to waves, to induce power for generators by inverting force into counter-force by means of a counter-lever, contra-oscillating invention.

2. BACKGROUND & CONTEXT ]

Most wave energy machines coalesce around ‘types’, described variously by the European Marine Energy Centre (EMEC)1 as Attentuators, Point Absorbers, Oscillating Wave Surge Converters, Oscillating Water Columns, Overlapping/Terminator Devices, Submerged Pressure Differential, Bulge Wave and Rotating Mass, all to be classified as ‘well-established designs’, everything else having ‘indeterminate characteristics’ and to be classified as ‘Other’. None are described as vessel hosted or assisted or operated. Orca is Other’. As a vessel-hosted, vessel-assisted or operated wave machine, it is predicated on the behaviour of boats/ships in waves and not on the method, rationale or power take-off systems of EMEC’s ‘well-established’ designs. Regrettably, most wave initiatives to date have been sporadic, sparse, costly and, for the most part, unsuccessful or limited in their application to niche activities such as aquaculture. Various reasons have been given for this lack of progress: 1. Designed to be submerged or to be in direct contact with seawater, raising issues about accessibility, maintenance costs, durability and survivability 2. Actual performance is far from optimal due to the challenges involved in managing and reconciling vertical motion of waves and their velocity 3. Single mode, single function devices, often unidirectional, not omnidirectional 4. Often over-engineered, involving original and complex technology. 5. Lacking in the versatility, adjustability, scalability and modifiability of generator systems and rated capacities available to wind turbine installations, small and large. 6. Dependent on processing and storage functions ashore 7. Not able to be used for purposes other than wave conversion. 8. Often dependent on the participation of Original Equipment Manufacturers and Utility companies 9. Sparsely deployed, expensive and dependent on subsidies Ideally, what is required are wave devices that - 1. Are founded in the proven attributes of sea-vessels and maritime experience. 2. Do not go into the water, thereby facilitating access, maintenance, servicing and survivability. 3. Focus on the most practicable, economically affordable, non-complex technological solutions 4. Provide flexibility and versatility in configuration and deployment whereby one can select and fit any power system, hydraulic, pneumatic or other, in solo or mixed modes, using commercially available generators, at a capacity that suits one’s purposes relative to sea states in locations selected for deployment. 5. Provide a system whereby power is accumulated and processed in situ rather than depending solely on shore-based processing 6. Are multimode, multi-function systems in situ 7. Are readily scalable, whereby the device and system can be scaled and adapted to suit the power output required (large scale or small scale versions of the same system, constructed in standard models and readily assembled), prospective locations (inshore or offshore) and prevailing sea conditions in that location. 8. Can provide storage, including battery banks and compressed air storage in situ 9. Are mobile and, if necessary, able to change locations with relative ease and/or evade severe weather conditions if necessary 10. Are omnidirectional or unidirectional, whichever type of attitudinal deployment is preferred 11. Can, with regard to devices and systems, be conveniently installed and uninstalled and which are moveable, interchangeable and re-usable 12. Can also be used in assisting propulsion systems for sea vessels underway 13. Are not problematic in terms of commissioning and decommissioning 14. Can serve purposes additional to what specifically pertains to wave energy conversion.

The relevance of boats to wave energy is habitually ignored by experts due to the assumption that, for converting wave energy, boats/ships are unsuitable because of their ‘undesirable characteristics’ such as having bows, which have little buoyancy relative to their length and upward movement in response to a large rising wave, movement that is resisted by the mass/gross weight of the whole ship. However, it should be noted that: (a) ‘Heave- pitch-surge-roll-sway-yaw’ is nautical terminology, describing how, in practice, a vessel is affected by waves; and ships and boats come in many shapes and sizes, with a wide variety of bow and hull configurations. More importantly, what is consistently overlooked is the fact that vessels heaving/pitching in waves reflect a simple mechanical principle. Waves are the ‘effort’ that heaves/pitches a vessel. The vessel is a lever, providing mechanical advantage when the vessel heaves/pitches an object on its deck, so that an object with a mass of SO tonnes on deck can be considered, relative to its deck footprint, as representing a nominal force of490,500 Nm. What is crucially important is not so much how a boat/ship/vessel confronts a wave, whatever its hull configuration, as the ‘effort’ that any wave provides in levering a vessel and its decks. (b) Vessels offer far more desirable, practical and flexible options for wave energy than wave machines as elaborated by EMEC and others. Boats and ships, because ojf their manoeuvrability, versatility, durability, stability and relatively good survivability, attend upon wave machines and other marine based wind energy constructs that are, by contrast, far less amenable and flexible mid, in most instances, complex, cumbersome and difficult to manage. Boats/ships, on the whole, manage and survive well in hostile marine environments and no one complains that they are unnecessary or unproven or prohibitively expensive. (c) Boat/ships and their hull configurations are designed, as far as practicable, to accommodate themselves to the confused state of the sea, both the vertical motion of wiaves and their velocity, to achieve their purpose and function. There is no reason why vessel-assisted and hosted wave devices cannot do the same. By focussing as much attention on the ‘proven’ attributes of ships/boats and integrating them with a wave machine in a positively symbiotic manner, would provide a wave energy system that is as versatile, flexible, multi-functional, stable, survivable and as manageable as ships/boats and the vessels which would host it. (d) Contrary to assumptions about boats/ships having undesirable characteristics, when tethered to swing anchoring systems they can swing 0° - 360° on their mooring into prevailing waves and wind and, therefore, in wave energy terms, they are omnidirectional. jThey can also be deployed in a unidirectional, transversal attitude to waves.

Orca has been designed as a self-contained, self-sustaining, non-submerged, non-immersed, omnidirectional, vessel hosted and assisted wave energy machine. It is founded in a perspective that can be illustrated by the scenario in Fig. 1, indicating the hull and decks of a car ferry.

Position 1 illustrates the vessel at sea in a horizontal attitude.

Position 2 indicates the same vessel heaving 5° up at its bow and pitching its stem down by 5°. Although this is not how a vessel actually behaves in response to waves because the height/length/amplitude of a wave(s) and the characteristics of vessels vary, it does indicate heave/pitch movement in general terms, and decks as levers. Four decks are illustrated:

Deck 1 - the car deck with a truck positioned towards the bow

Deck 2 - where the driver is having a coffee

Deck 3 - Seating and service deck

Deck 4 - Open deck.

Should the vessel move 5° off the horizontal, heaving at the bow and pitching at the stem (5° also) around its centre of gravity but the car deck can somehow be kept in a horizontal position, then the truck would be mangled between Deck 1 and Deck 2 and the driver would have to duck low between D2 and Deck 3.When the vessel tilted the other way, then both the truck and its driver would have much more headroom but vehicles towards the stem and passengers in the forward section of Deck 2, would not. The section indicated by α, β, γ, 5 is the section of interest in terms of identifying a deck footprint to be represented by what will be referred to as a “nacelle”. If a Deck could be retained in a horizontal position when a vessel heaves and pitches, then the forces in play would be formidable. If one were to consider Deck 2 as a large beam, the challenge is to transform Deck 2 into'solid and level

I ground, which may sound like a contradiction in terms because the one thing that the sea is not and that is solid and level ground.

There have been various proposals and inventions patented about utilising vessels to transform wave momentum into force for productive machinery by establishing a level beam or platform on or within a vessel as a means of enabling power inducers to function. However, such efforts reveal a conceptual framework that is locked into a binary construct, consisting of a wave operated member (WOM) and a reactive member (REM). The interaction between a WOM and a REM, it is claimed, produces forces that can be captured by power inducers installed between the WOM and the REM. WOM/REM constructs seek to import a solid and level ground or stabilising platform into their artefacts with beams or ring beams supported by fulcrums that, purportedly, due in part to gravitational forces, are able to provide a stable platform within a vessel when the vessel, i.e. the WOM, is heaving, pitching and rolling in waves. Certain principles pertain to such constructs. For a Wave Operated Member (WOM) and a Reactive Member (REM), the amount of force that can be extracted for energy generation is relative to the mass/gross weight of the REM, which has to be as great a mass as practicable to extract maximum force. However, the mass of the REM is restricted to that which can be supported by the buoyancy of its WOM, which leads to the principle that the REM should comprise the greatest ‘practicable’ proportion of the total mass of the wave energy extraction device. Fashioning a device that meets these requirements while, at the same time, extracting the maximum amount of energy from the waves by means of the interaction between the WOM and the REM using power inducers is very problematic. We can consider three examples. (a) GB2001137A''

(b) W02009/09565 AliU (c) W02009/093920iv

These buoyed structures consist of two masses, a WOM and a REM, but (b) and (c) also have liquid content within the WOM on which the internal reactive member, a ring beam or other, is balanced on a fulcrum or by other means. In (a), (b), (c) the WOM and the REM are connected by fulcrums/pivots or inducers or both, and, as such, evidence, (1) a significant reduction in the mass/gross weight of the WOM due to the buoyancy of displaced water and, consequently, an enfeebling of the interaction between the WOM and the REM because the mass of the REM is restricted to what can be supported by the buoyancy of the WOM. (2) All three connect the WOM and the REM with fulcrum/pivots or power inducers or both, which, in practice and effect, tie the REM and WOM together. These connections compromise the push/pull and contraction/retraction motions between the REM and the WOM, substantially dissipating the forces relative to the torque demands of a generator. There is no sufficient countervailing force to aid contraction and retraction and, therefore, pressure or torque. The resistance afforded by a ring beam or similar device is inadequate for inducing significant amounts of power. (3) In (b) and (c), where the WOM is approx, half-filled with water or another liquid to aid resistance, this constitutes ballast. The more ballast a vessel has, die less susceptible it is to wave motions, being inclined to wallow instead of pitching, heaving and rolling because weight (down) compromises buoyant force (up). Although tethering / anchoring is only indicated) in respect of GB2001137A, each evidences hull formations that would assume tethering/ancholring from the centre of the hull to the sea bed, unless they are to float freely. Such tethering is indicative of navigation buoys, and to spar floaters to some extent, both designed to bob up and down vertically, and spar floaters the same but to a negligible degree, mitigating or nullifying pitch, heave and roll. Although navigation buoys also evidence a tendency to lean from the vertical to a limited degree, relative to prevailing seas, winds, currents and tides, this tendency does not substantially affect their vertical attitude except in large waves. Accordingly, what would otherwise be the beneficial effects of pitch, heave and roll in (a), (b) and (c) are effectively nullified. j

In the fourth example, GB2515792 Av, given the problems with (a), (b) and (c) above, the REM is balanced in equilibrium on a pivot/fulcrum attached to the WOM, which is a twin hulled vessel responding to wave movements in a transversal attitude to capture as much wave momentum as practicable. )

Whereas with the three devices above, in which the REM and the WOM are Connected by fulcrums/pivots and/or power inducers, the power inducers in this instance are not connected between the REM and WOM. The connection between both is a fulcrum/pivot only whereby the WOM and REM are able to counter-rotate with each other. The REM is aligned transversally, in parallel with and horizontal to waves until the WOM responds to transversal rolling motions occasioned by waves. The REM oscillates when the WOM in a beam roll impacts with it either side of die fulcrum, inducing force for hydraulic inducers. Force is therefore randomly and abruptly accrued by the interaction between the WOM and the REM. While this partly resolves the issues in the firstjthree examples, the arrangement places power inducers under considerable strain in terms of contraction/retraction, and force is randomly accumulated. The kinetic force induced is restricted to the mas$ of the REM, especially at its ends. This device has no countervailing force either. )

For devices where the REM is a pendulum, or double pendulum or ‘any which way’ pendulum, the mass/weight of the pendulum is limited to whatever the bucjyancy of the

I WOM can support. j

To induce substantial force, the pendulum has to be very heavy. The WOM therefore has to be even heavier and buoyancy sufficient to cope with the weight. It would be far mojre effective if the WOM were able to swing against the pendulum constituted as a stationary and ηόη-reactive member, rather like the casing of a grandfather clock swinging against a fixed and stationary pendulum. However, this has been regarded as being very difficult to achieve on board a heaving, pitching, rolling, surging, swaying and yawing vessel. j

However, the fact remains - the absence of a stable, solid and stubborn non-reactive member weakens the potential of the aforesaid devices to such an extent that they are

I ineffectual in engendering any significant amount of power. In view of the limitations and difficulties of WOM/REM devices, this conceptual approach should be abandoned.

All ships and boats, of whatever size and configuration, are wave operated members (WOMs) when affected by waves. However, they are also levers when affected by waves, which would suggest that any wave device hosted and assisted or operated {by a vessel should be regarded as a Vessel Operated Member (VOM) levered by the WOM. Secondly, iii order to overcome the deficiencies of WOM/REM constructs, what is required of a VOM is that it incorporates a non-reactive member, i.e. solid and level ground. Such a member would resolve the impasse evident in WOM/REM constructs and in vessel assisted wave machines. None, as far as can be ascertained, have counter-vailing forces sufficient to operate the contraction and retraction mechanisms proposed between the WOM and the REM effectively.

Orca is designed to introduce into wave energy constructs the level and solid ground that is patently missing in WOM/REM wave energy devices. It induces force f6r power take off systems by using the mass/gross weight of the VOM within the parameters of its deck footprint, whether spread or point-loaded, as both force and counter-force for contracting and retracting apparatus, an interaction made possible by a non-reactive construct and mechanism. Power is accumulated in a managed and regulated manner, not randomly, and not by impact, so that power inducers operate optimally within their specified range and capacity. As a counter-lever, force inverting, contra-oscillating device Orca involves the entire mass/gross weight of the nacelle as potential force, and not only a part of it. It uses the longitudinal alignment of a vessel to advantage, contrary to assumptions that boats/ships have undesirable characteristics for wave energy extraction. It can also be used transversally. A boat or ship longitudinally aligned into prevailing waves/wind is a lever moved by the effort of the wave in heave/pitch motions, which are characteristic motions of all ships, and should be considered not in respect of the vessel so much but rather with regard to what may be installed on its deck. Allegedly ‘undesirable characteristics’ then become very desirable characteristics, and boats/ships far more suited to wave energy conversion than wave machines as hitherto conceived, designed and trialed. Designed to accommodate the vertical motions of waves and their velocity, vessels do not share the limitations of these machines. /

3. CONSTITUENT ELEMENTS

Orca uses the buoyancy and ‘leverage’ of a boat or ship and its decks, when heaving and pitching in reaction to the momentum of waves, to lever the mass/gross weight of a modular unit or framework, to be referred to as the ‘nacelle’, hosted on or within the vessel, i to heave and pitch a nacelle, as indicated in Figures 2-6, and do so to the same degree, i direction and extent as the vessel itself. The mass/gross weight of the whole nacelle is l transformed into potential force by means of a counter-lever, contra-oscillating, force inverting system incorporated into the nacelle, whereby the force afforded iby the mass/gross weight of the nacelle within the parameters of its deck footprint in heave/pitch motions when levered by a vessel is met with counter-force, as indicated in Figures 5 & 6, an interaction that necessarily causes contraction/retraction forces whereby power is indiiced to drive 1 electricity producing machinery by contracting/retracting power inducers. i

The constituent elements of Orca are illustrated in Figures 2,3,4.

Fig.2: A cross-section of a nacelle, fore (F) to aft (A)

Fig.3: A top-down view of Figure 1, F to A

Fig.4: End views, F & A, of Figs. 1 & 2

For Figs. 2,3,4, numbers within the figures denote: 1. The Nacelle: denotes a 3-decked framework or structure, which can be a self-contained structure, installed on a deck or between decks or the vessel itself can be a nacelle, provided it has three decks. The nacelle, by containing, fixing and restraining all constituent elements, provides solidity and stability for machinery in a confused and unsettled environment. A vessel can host a single nacelle or multiple nacelle installation subject to the vessel’s mass, buoyancy and deck space. The nacelle indicated is not sized because nacelles can be configured in any size and tonnage relative to the size of the vessel and predominant sea states in Ideations contemplated for deployment. j 2. The middle-deck, referred to as tire Beam Platform Bed (BPB), which is installed on an axle mounted between the sides of the nacelle at its centre like a balanced beam On a fulcrum, and on which machinery can be installed in equilibrium each side of the fulcrum. Inj the figures it is illustrated as a rectangular/oblong platform but it can be alternatively configured, although the BPB should be appreciably longer than it is wide. 3. Axle/shafl/bearings and supports connected to the base plane of the nacelle, referred to as the ‘primary axle’, which is the axis whereby the nacelle and BPB are able to colunter-rotate relative to each other. As with any fulcrum, it bears the load of the BPB and any additional weight placed upon the BPB in equilibrium irrespective of whether or not the nacelle supporting the BPB pitches and heaves (Fig.7), and where, in Fig.8, ABCD moves in forward pitch to A1B2C1D2 and in stem heave to A2B1C2D1 but the BPB remains horizontal. j 4. Counter-levers, triangularly configured, mounted in pairs fore and aft of the primary axle, referred to as Force Transfer Mechanisms (FTMs), their principal vertices attached to sub-axles on the BPB. Unlike the primary axle, FTMs do not bear the weight of the BPB or of any additional weight placed upon the BPB while the BPB remains in equilibrium because the primary axle bears the load. They are activated by vessel leverage in pitch a^id heave motions.

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Their triangular formation and the three vertices are integral to achieving contra-oscillation for the BPB. 5. Sub-axles attached to the BPB and on which the FTMs at their principal vertices are able to turn to the extent necessary in any instance of heave and pitch. 6. Rail-bearings or similar, to be referred to as Slide Mechanisms (SMs), to which the other vertices of the FTMs are attached by revolving mechanisms, and which grip and guide the FTMs, enabling the FTMs to transfer vertical forces into forward and back motions by moving/sliding/rolling on inclined planes within pre-set limits, and, consequently, in tandem with the FTMs, upward force into downward force and vice-versa. 7. Pre-set Limiters, which restrict the movement of the FTMs/SMs. They function as end buffer stops, incorporating shock-absorbing/braking functions (EBSs). Beyond pre set limits they have to cope with substantial loads. In the illustrative figures, there are 4 sets of EBSs, which share loads. 8. Planes inclined from the top and base planes of the nacelle to a pre-set degree, on which the FTMs/SMs and EBSs are installed, but not any power producing apparatus, and which help compel the FTMs to move when force is exercised by the nacelle on the BPB when the nacelle is connected to the BPB by contracting/retracting power inducers. 9. Cross Members (CMs) which tie FTMs together in pairs for stability and strength, especially in transversal/roll movements. They need not be configured as shown in the figures, provided they help the BPB and other elements cope with transversal movements. There are other measures that can be taken to cope with significant transversal forces when a vessel ‘rolls’, which will be mentioned later. 10. Connections (power inducers) between the top plane of the nacelle and the BPB and between the base plane of the nacelle and BPB, fore and aft of the primary axle, which, without the FTMs, would tend to move the BPB in sympathy with the nacelle’s top and base planes. If one were to install FTMs with simple ‘connections’, there would be conflict between one and the other, sufficient to cause serious damage or destruction to the connections or to FTMs or to both, unless these connections were able to contract and retract, such as cranking levers and pneumatic/hydraulic cylinders, and thereby absorb and utilise the forces in play.

4. FUNCTIONS/OPERATION OF CONSTITUENT ELEMENTS

The functions pertaining to this arrangement of interconnected components, as indicated in Figs. 2-4, are interdependent and interactive as shown with reference to Figs 5/6

Figs. 5 & 6:

When the hosting vessel pitches fore (bow) and heaves aft (stem), or pitches aft and heaves fore, so does the nacelle, but the BPB does not because a) The BPB and nacelle are able to counter-rotate on the axle (axis) relative to each other. The BPB, and whatever is installed on it in equilibrium, will seek horizontal equilibrium in pitch and heave motions. The nacelle in a heave motion turns clockwise on the axis and in a pitch motion it turns anti-clockwise but the BPB does neither. b) Although anything connected between the BPB and the nacelle would, in the absence of a counter-vailing force, prod and cause the BPB to turn in in sympathy with the pitching/heaving of the nacelle by the vessel, this turning is prevented by counter-levers. c) The FTMs and SMs, as counter-levers, counteract the pitch and heave motions of the nacelle that would otherwise affect the BPB if it were tied to the top/base of nacelle. The nacelle, due to such connections, between it and the BPB pushes/pulls on the BPB, inducing sympathetic movement, thereby activating the FTMs, which, because the sub-axles are affixed to the BPB, cause the FTMs to alter their positions, thereby preventing the BPB from tilting in any instance of movement. The FTMs transfer vertical movement and force into forward and back movements, and thereby invert upward force into downward force and vice-versa fore and aft of the primary axle. d) In effect, in simple seesaw terms, whereas with a standard seesaw the beam is balanced on a fulcrum (pivot) which rests on solid and level ground, with Orca, the level ground is the BPB and the nacelle the beam (two parallel and connected beams in effect).

For a disassembled, diagrammatic explanation of (a) - (c), cf. Figs. 7-9 incl. i. Figs. 7: Counter-rotation, nacelle and primary axle ii. Fig. 8: BPB in balance although nacelle when pitching tilts forward ;from ABCD to A1B2C1D2 and tilts back when heaving from ABCD to A2B1C2D1 iii. Fig. 9: In forward pitch, for FTM forward of the primary axle, ABC moves to AB1C1, and for FTM aft of the primaiy axle, DEF moves to DEI FI, which indicates contraction C and retraction R. The reverse occurs when the bow of die WOM heaves. What would otherwise be the reactive member, the BPB, becomes in practice, a non-reactive member. iv. Fig. 9: also indicates that inclined planes can vary between the top and base of nacelle. The figure illustrates the inclined plane on the base at approx. 2.5° and the top at 5°. For all other figures, both are shown at 5° of incline from the central perpendicular for illustrative purposes but the degree of incline is not prescribed and can be modified relative to other factors.

In Figure 5, the nacelle affixed to the deck is pitching down at its fore end and being heaved up at its aft end by the vessel deck(s) around the axis of the primaiy axle. As the nacelle pitches forward, the FTMs are compelled to move/slide ‘forward’ On the inclined planes at the top of the nacelle and to move/slide ‘back’ on the inclined planes at the base of the nacelle, and vice-versa, as indicated by arrows in Figs 5 & 6. They are compelled to move because of (a) the mass/gross weight of BPB’s inclination to remain in a horizontal position and (b) the connections between the BPB and nacelle trying to do the opposite.

These tensions instigate and cause the FTMs to move. When the FTMs at the fore of the BPB are moving/sliding, they are compelled to push the BPB fore of the primary axle ‘up’, while, at the same time, the FTMs aft of the primary push the BPB ‘down’ to the same degree, thereby preventing the BPB from oscillating on the primary axle or moving in sympathy with the nacelle. The moving nacelle and FTMs are correlative, synchronous and fluid movements. The consequence of these interactions is to introduce within the nacelle, contractions and retractions between the top plane and bottom plane of the nacelle and the BPB, as shown in Figs 5 & 6 where A = Contractions / B = Retractions

The gross weight of the nacelle (including all its constituent elements and any other contents to be included within its deck footprint), is a ‘force’ encountering ;resistance from the mass/gross weight of BPB due to the interaction between the BPB, FTMs and SMs. This interaction between force and counter-force can be captured by contracting and retracting power inducers (reciprocating cylinders and levers/cranks), between the top and bottom planes of the nacelle and the BPB, components that, when compelled to contract and retract, produce force or pressure, which can be transmitted to generators. However, due to sea states being variable and inconsistent and heave, pitch and degrees of movement regarding the vessel, decks and nacelle also variable and inconsistent as a consequence, the interaction between force and counter-force has to be kept within manageable limits so that power inducing contracting/retracting apparatus can function without exceeding their specified maximum strokes/capacities. FTMs/SMs have to operate within a specified, pre-set range, to provide stability, control, protection for machinery and predictable output Mechanisms are installed that restrict the movements of the FTMs/SMs up to a pre-set degree.

For example, if the FTMs/SMs are configured to stabilise the BPB relative to a pitch/heave of the nacelle within a range of 0°to 5°, then, should the degree of movement of the nacelle when it is levered by the vessel deck be >5°, the BPB has to be permitted to move beyond the 0°- 5° range in tandem and in sympathy with the nacelle when the latter is levered >5°, as in Fig. 10.

Fig. 10 i 1. PSL = Pre-set Limit. 2. Degrees of movement are illustrated at 10° pitch/heave for the nacelle and 5° for the BPB. In this scenario, the nacelle pitches/heaves 10° but the BPB by 5°, and cylinders and levered cranks remain able to contract and retract with the BPB within a 0°- 5° range, and paused beyond the 0° - 5°. How they are ‘paused’ is considered below. 3. Pre-set degrees can be more or less than 5°, depending on specific applications of Orca with regard to other factors such as the sizes of the vessel and nacelle and the predominant sea states in locations selected for deployment. The 0-5° range is for illustrative/explanatory purposes only.

There are various ways of preventing the FTMs/SMs moving beyond pre-set limits, such as end buffer stops incorporating shock absorbing/braking functions (EBSs). Additionally, limiters can also be installed on the primary axle shaft as fail-safe measures so that they lock on the shaft/nacelle at, for example, 5°.

Fig. 11: This indicates where EBSs can be located in conjunction with SMs/FTMs. When the pre-set limits are activated, there is a shift/transfer of some of the weight of the BPB onto the EBSs, although the primary axle continues to bear most of the load of the BPB. To cope with shifting and alternating loads, forces and counter-forces, EBSs have to be robust and resilient. However, the type/number/positioning of EBSs and other limiters is not being prescribed, but the fundamental necessity of having them is.

It should be noted that the configuration of the nacelle above the BPB is asymmetrical to the configuration of the nacelle below the BPB. The base plane of the nacelle remains fixed but, from the base plane upwards, the nacelle is moving through a wider and wider arc forward and back again relative to the base of the nacelle. This has consequences in so far as FTMs, SMs and EBSs have to be configured, sized and positioned in certain ways.

The distance of the BPB from the waterline of the vessel is also to be noted as indicated in Fig. 12

Fig. 12: Where A = base plane at the same level as the vessel waterline, and where B = base plane above vessel waterline. Therefore, the longitudinal movement of the axle, BPB and anything attached to the BPB is greater for B than for A.

With regard to the FTMs and their triangular configuration, Fig 13 indicates a straightforward version.

Fig. 13 • Side a = Side b • Cross-brace between the centre of Side c and the sub-axle linkage.

However, FTMs can be configured and positioned in different ways.

Fig. 14

• A, B, C indicate sub-axles in different positions relative to the BPB • α, β, γ indicate relative distances between BPB and base of nacelle

For various reasons (such as in a set- up where the base of the nacelle is not utilised), variations may be required - e.g. on the positioning of sub-axles relative to the BPB, or distances between the top plane of the nacelle and the BPB and the bottom plane of the nacelle and the BPB needing to be varied, whereby Side a Φ Side b. Angles at the vertices can be varied. Whichever configurations and calibrations are applied, the operative principles of Orca remain the same.

Figs 15 & 16: Represent SMs as rail bearings, side view and end view, but slide mechanisms can be other than illustrated. Type is not prescribed, only the necessity of having them.

5. EXPLOITATION OF CONTRACTING/RETRACTINO FORCES

The constituent elements and the interdependent and interactive functions of Orca as a counter-lever, force inversion, contra-oscillating device involves technical equipment and machinery that function in contracting and retracting modes - pneumatic and hydraulic cylinders, lever cranking systems - between the top and bottom planes of the nacelle and the BPB. Moreover, the configuration of the nacelle, the space it affords, the BPB being in effect a detached or semi-detached vessel deck, allows for gearboxes, generators and other machinery to be installed on the BPB and on the base of the nacelle. Figs. ;8-21 are indicative, non-prescriptive, illustrations of various set-ups that Orca enables, in sole or dual modes.

Fig. 17: Indicates how a cranked system can be installed on the BPB foreland aft of the axle (A & B), the cranked wheels operated by levers connected to the top plane of the nacelle and the cranked wheels, and the positions of the levers in pitch/heave motions Of approx. 0° - 5°

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Fig. 18: This is an expanded version of Figure 17 (fore beam), indicating the position of the cranked wheel and levers as the nacelle tilts and the BPB moves forward and back. The installation on the aft beam would be identical, but reversed.

Fig.19: This illustrates Fig 18 with a gearbox, 1, and generator, 2, attached. Although in any pitch/heave motions, the cranked wheel is turning less < 180°, the torque force involved can be very substantial, and an arrangement of mechanical free wheels, ring wheel and gears can be configured to produce the rpm required for different types of generators. Low rpm VS PM Generators require high torque, low rpm and low gearing. Synchronous/Asynchronous generators require high rpm and therefore higher gearing ratios. Mechanical Free Wheels (MFWs) would be required to manage freewheeling in one direction and torque in the other.

Fig.20: This indicates the same set-up as Figure 19 but installed on the base plane, although cranking the cranked wheel moves the lever and not the other way round, which makes base mounted cranking systems more complex.

Fig.21: Indicates how a cranked system can be combined with bevel spiral gearing 1, and a gearbox, 2, connected to a generator, 3, by way of illustration, not prescription.

Fig.22: Indicates how 4 sets of cylinders (a,b,c,d), whether pneumatic or hydraulic, can be positioned between the top plane of the nacelle and the BPB and between the base plane of the nacelle and the BPB. In this instance, in a bow heave motion, set c and set b would contract and set a and set d retract, and in a bow pitch motion, set a and set d would contract and set c and set b retract.

Fig.23: Indicates how cylinders can be installed in conjunction with piston or rotary air engine, 1, and generator, 2, and direction to a pressure regulator and storage, 3, outside the nacelle if desired, depending on maritime safety regulations.

Fig.24: A top-down view of Fig 23 where A = pistons, B = air engine, C #= generator.

Fig.25: Indicates how hydraulic inducers/cylinders, A, can be installed under the BPB in conjunction with a variable displacement pump, B. They can also be installed above the BPB.

Fig-26: Indicates a dual mode set-up, pneumatic and hydraulic systems, where A indicates one generating system astride the primary axle on the BPB and the other by B beneath the BPB.

Fig.27: Indicates a dual mode system whereby pneumatic cylinders can be installed on the BPB and hydraulic systems below the BPB, or vice-versa. The diagram has been split for the sake of clarity, i.e. separating out FTMs/SMs/EBSs

Fig.28: Illustrates a solo mode system, in this instance lever cranked system.

Fig.29: Illustrates a top down view of a dual system whereby a lever cranked system is installed on the BPB and a cylinder system installed between the base of the nacelle and the BPB.

Fig.30: Illustrates Fig 29 from the perspective of end views of the nacelle. A = ring/spiral bevel gear to L &amp; Μ I = Primary axle B = Mechanical freewheels J= SMs C = Cranked wheel K = Primary Axle, supports D = Cranking levers L = Gears E = axle supports M = Generator F = FTMs / sub-axles N = Inclined Planes G = Primary axle bearings O = Pneumatic or Hydraulic Cylinders H = Sub-axle shaft

Note: The Orca, as illustrated in Figs 17-30, does not imply that technical components and machines need to be mounted on both the BPB and nacelle base in every instance. It might be more convenient, in smaller set-ups, not to have anything on the nacelle base and to lower the BPB and primary axle, thereby reducing the height of the nacelle.

Orca is designed and predicated on power inducers suited to contraction and retraction forces. Orca can be used in solo mode or dual mode, affording choice and flexibility in these respects without being prescriptive. A single nacelle can produce electrical current from:-

(a) Pneumatic reciprocating piston cylinders (single or double action or both, and single stage or double stage) and air engines/generators only OR

(b) Hydraulic cylinders and variable displacement pumps and generators only OR

(c) Pneumatic and hydraulic cylinders, air engines and generators, variable displacement pumps and generators simultaneously OR

(d) Cranked, low geared / low rpm generators and pneumatic cylinders and air engines simultaneously OR

(e) Cranked low rpm generators and hydraulic cylinders and variable displacement pumps and motors simultaneously OR

(f) Cranked and geared synchronous induction generators or isolated or grid-assisted asynchronous induction generators and pneumatic cylinders and air engines/generators simultaneously OR

(g) Cranked and geared synchronous or isolated or grid-assisted asynchronous induction generators and hydraulic cylinders and variable displacement pumps and generators simultaneously OR i (h) Lever-cranked and geared generators only

Subject to clutching and gearing where relevant, electricity can be produced firom:- 1. Low RPM Permanent Magnet Variable Speed Generators 2. Compressed Air Engine/Turbine Generators, Piston or Rotary 3. Variable Displacement Hydraulic Systems 4. Synchronous Induction Generators 5. Isolated or Grid-assisted Asynchronous Induction Generators 6. Hybrid Systems

Orca systems, because they are hosted/installed on a vessel(s) enable processing in situ -the installation of accumulators, converters, inverters and regulators for the processing of current in terms of voltage, wattage, amps, Hertz and Ohms for compatibility with the national grid, as well as battery banks, capacitors, air compression tanks, remote digital monitoring, navigation aids, CCTV and similar apparatus aboard and to transfer current immediately to shore or store it aboard at the same time for temporary periods (off-peak demand), and in both instances to transmit electricity via an umbilical/undersea cable to shore or by other means, or, where preferred, shore-based installations can be used for processing.

6. FORCE &amp; COUNTER-FORCE

When waves heave/pitch the vessel, and the vessel levers the nacelle* die force acting on the BPB, FTMs, SMs and EBSs consists of the mass/gross weight or tonnage of the nacelle, including all of its constituent elements and all machinery and equipment within the parameters of its deck footprint, whether spread or point-loaded on the deck(s) of the vessel, is a push / pull force around the axis of the primary axle, which is resisted by the FTMs and the mass of the BPB. Upward force is inverted into downward force and vice-versa in alternating cycles. Due to the interaction of vessel leverage, nacelle configuration, BPBs and FTMs, all cylinders and lever cranks must contract and retract or be destroyed.

For example, A nacelle with a gross tonnage of 5t or 50t or lOOt potentially represents, isubject to the momentum and height of the waves heaving and pitching die vessel and the nacelle in any instance, respectively, a nominal force of49,050Nm, 490,500Nm, 981,000Nm. This is the force that is pushing and pulling against the BPB fore and aft around the axis of the primary axle, i.e. 24,525Nm, 245,250Nm, 490,500 Nm fore and aft (+ or - weight transfer either side of the central axis), which the FTMs/SMs, by being able to slide back and forth within pre-set limits, compel the BPB, balanced on the primaiy axle, to resist, thereby enabling power inducers to contract/retract and produce the pressure and force to drive generators relative to the gross weight of the nacelle in terms of Nm. The pressure and forces induced by power inducers are transmitted to generators installed on the BPB and the base of the plane of the nacelle, or on the BPB only, as indicated in Figs. 17-30, and/or to battery banks and/or compressed air storage and processing plant elsewhere on the vessel, illustrated as examples in Figs. 40,41, where N = Nacelle, CA = Compressed Air Storage and P = Processing. These illustrative distributions of functions are not prescriptions.

Having regard to likely vessel behaviour and response to waves in the location and the annually averaged sea states contemplated or selected for Orca deployments, the rated capacity of a generator and its torque requirements, whether 20,000 Nm or 90,000 Nm or whatever, and its rpm requirements whether 100 rpm or 1,500 rpm or whatever, and a wide selection of generator type and capacities available to the wind energy sector being relevant and available to the Orca system, informs and determines the optimal mass/gross weights of nacelles in any instance and the stopping/holding strength of EBSs, whether these weights are spread or point-loaded on the basis of t/m2, as well as the required strength and resilience of the FTMs, SMs and EBSs.

For example,

Low rpm vs pm generators

If a 60 tonne nacelle installed on a vessel with 150m2 of available deck space, including storage, ancillary, access and walk space, pitched/heaved at 5° in response to vessel leverage, the nominal force in any such an instance would be 588,600Nm (293,000Nm contraction and 293,000 Nm retraction), so that upward and downward force fore and aft of the primary axle would be 293,000Nm each or 146,500Nm above and below the BPB each side of the axle (+ or - weight transfer occasioned by changes in vertical axis). The BPB has gross weight, which is always less than the gross weight of the nacelle. The FTMs/SMs also have weight but move forward/back until paused/stopped by EBSs. The moving vessel deck compels the nacelle to turn i on the axis of the primaiy axle. The nacelle compels the FTMs to change position, which compels the BPB to resist the pushing and pulling of power inducers in sympathy with the nacelle so that they in turn are compelled to contract and retract. The combination of the FTMs and BPB, within whichever preset degrees of movement are specified in any practical application of Orca, provides sufficient resistance to power four lever-cranked and low geared generators instanced at 750Kw above so that the nacelle would have a rated capacity of 3mwh and, allowing for 35% efficiency, this would amount to a capacity factor of 9,198mwh per annum, and at 50% efficiency, 13,140mwh per annum; and a vessel with 600m2 of available deck space would be capable of producing 36,792mwh/36.8gwh per annum at 35% efficiency and 52,560mwh/52.6gwh per annum at 50% efficiency, and cluster of 5 vessels @ 600m2 each, 184gwh and 263gwh respectively. Prices and strike prices, per Mwh, can be calculated accordingly. If, for any reason, forcet is insufficient for the type of generator instanced or installed, the gross weight of the nacelle cart be increased by adding weight to it within the parameters of its deck footprint. For compression/hydraulic modes, output may be more or less, depending on other factors, such as single/two stajge modes for compression and the type of variable displacement pumps etc. installed. Figures given are notional/indicative, and not predictive or conclusive. j

With regard to cylinder/compression modes, a 60 tonne nacelle (nominal 588,600Nm) and the number of cylinders to be installed, subject to pre-set limits of movement and weight transfer, which can be factored in for different scenarios, can provide a nominal rated force (for contraction and retraction) - 8 cylinders in a nacelle, at 73,575 Nm (7,j500kgs) per cylinder /12 cylinders, 49,050 Nm (5,000kgs) per cylinder /16 cylinders, 36,788 Nm (3,750kgs) per cylinder / 24 cylinders, 24,525 Nm (2,500kgs) per cylinder jetc. Inefficiencies can be factored in at whatever percentages are deemed appropriate for the system selected. i

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For cylinder strokes relative to wave periods:- j

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Periods of 3-6 seconds are relevant to smaller vessels where wave heights £re relatively low. Periods of 7-12 seconds are relevant to larger vessels, especially in ‘swell tyaves’. For ocean swell waves, periods can be longer thanl2 seconds. Means can be adjusted] accordingly (-). Smaller, lighter nacelles would have lower capacity cylinders. The number] of cylinders required for pneumatic systems would be different from hydraulic inducers. Cylinders located furthest from the primary axle would have longer strokes than cylinders installed nearer the primary axle, but all would function synchronously and modifications can be made to sizing and calibrations relative to the perpendicular distance from the primary axlie. Pneumatic compression can also be configured to be single-stage and double-stage, even in the one nacelle, subject to precise calibrations, although a dual nacelle might be more convenient and easier to manage. The vessel as the nacelle (as indicated in Fig. 33 below), with efficacious buoyancy, would be purpose-built. The deck footprint of the system would be expanded compared to independent nacelles, and the mass/gross weight of the systerri, spread or point loaded, and the nominal force for power take-off systems derived, would bp substantial, subject to location and prevailing conditions. In all instances, the speed of contraction / retraction of cylinders and cranking levers is relative to wave periods. Prevailing sea states in particular locations is an important factor in calculating stroke.

Due to the configuration of the nacelle and its constituent elements, in any heave/pitch motion, power inducers fore and aft of central axis, are all subject to equivalent forces and pressure, and the power induced for transmission is cumulative.

7. NACELLE &amp; VESSEL / DIRECTIONAL ATTITUDES

Nacelles can be hosted/installed on a vessel in an enclosed, semi-enclosed or unenclosed structure, as indicated in Figs. 31-33, or stacked as indicated in Figs. 34:-

Fig. 31: A nacelle installed on the deck of a vessel as an independent structure where A and B = top and base of nacelle and B = BPB

Fig. 32: A nacelle as an ‘in-between’, or inter-deck structure, integrated or inserted.

Fig. 33: A vessel that is effectively a large nacelle

Fig. 34: Nacelle B sits directly on top of nacelle A, and there is no intervening deck between B&amp;A. B contributes to the mass/gross weight of A but A does not contribute to the mass/gross weight of B. Or nacelles can be installed/distributed on different decks. (a) Types of Vessel

In terms of ‘vessel-assisted’, the meaning of ‘vessel’ includes ships, boats, barges, freighters, utility craft, rafts, floating platforms and other, whether new or used, unadapted or adapted or purpose-built, provided the hosting vessel has deck space/strength appropriate to the size and configuration of the nacelle(s) to be embarked / installed / integrated, and which vessels are seaworthy/safe relative to the sea states in the location(s) contemplated for deployment; and which are tethered to a swing anchoring system or installed on vessels underway; and that no part of the ‘nacelle’, the devices or system, or any of the constituent elements is immersed or in direct contact with water and waves. Some vessels, depending on location, will perform better than others. The hull configuration of a vessel is a relevant

I consideration. Vessels can have displacement, semi-displacement or planing hulls. All heave and pitch in waves, some more than others. However, V-shaped hulls pitch/heave less than U-shaped hulls but the former tends to roll more than the latter (c) Vessel and Nacelle behaviour in waves

Just as vessels heave, pitch, surge, roll, sway and yaw on account of sea waves* so too does a nacelle. If a nacelle is installed on a vessel longitudinally, bow to stem, it experiences the same longitudinal motions as the vessel itself to the same extent, direction and degree.

For Orca, longitudinal motion includes all motions that are not transversal.

Fig. 35A-L: These figures indicate the movements of a nacelle when hosted by a vessel, which are the same motions as the vessel in responding to waves.

Fig. 35A: Looking either from the bow of the vessel or the stem of the vessel 1 = heave, bow or stem, 2 = pitch, bow or stem

Figs. 35B-L: These figures indicate the movements of the nacelle in different sea states, which are the same as the movements of a boat or ship in different sea states. There will be varying degrees of pitching, surging, heaving, rolling, swaying and yawing due to sea and wind. Indications of some movements are give in Fig. 35B - L from different perspectives, where SB = Starboard Bow; PB = Port Bow; SQ = Starboard Quarter; PQ = Port Quarter B - Level H - SQ to PB heave/pitch/sway/yaw C - SQ to PB heave/pitch I - PQ to SB heave/pitch/sway/yaw D - PQ to SB heave/pitch J — Stem heave to bow pitch E - PQ to SB pitch/heave K - SQ-PB heave/pitch/sway/yaw F - SQ to PB pitch/heave L - PQ to SB heave/pitch/sway/yaw G - Stem to bow pitch M - Transversal roll at 30° (15°+15°)

For vessels tethered to a swing anchoring system, although prevailing winds and seas can sometimes be irregular and inconsistent (although ‘swell waves’ are generally more regular/consistent), a vessel tethered to a swing mooring system will exercise a propensity in any instance to align itself into the prevailing conditions, as indicated in Fig. 36 A = Vessel aligned bow to stem B = Vessel aligned SB to PQ at approx. 30°, its stem turning to port, bow to starboard, in prevailing conditions, and the indicative effect on a nacelle in pitch and heave (as per Fig 35A-L passim). C = Vessel aligned SB to PQ at approx. 60°, its stem turning to port, bow to starboard, in prevailing conditions, and the indicative effect on a nacelle in pitch and heave (as per Fig 3SA-L passim). EF = BC, except that the stem swing is to starboard, the bow swing to port.

In all these movements, provided there is heave and pitch, the system will function, except when a vessel hosting a longitudinally aligned system is beam onto the prevailing seas and winds, in which instance the system will pause until the vessel continues swinging away from a beam-on position. For vessels tethered to a swing anchoring system, beam-on to waves will be an intermittent attitude. To all intents and purposes, Orca is omnidirectional because vessels on swing moorings swing through 0°-360°, with heaving/pitching persisting throughout except when beam-on to prevailing wind and waves. Orca can also be transversally aligned on a vessel, or the system made unidirectional, i.e. consistently beam-on to the waves. This may be practicable in some instances, where, for example, ‘typical* waves evidence a regular pattern and significant lengths most of the time. However, all ship motions still pertain.

Fig. 35M: Transversal Movement indicated at 15° starboard and 15° port (30°)

Fig. 37: Nacelle positioned transversally (port/starboard) on a vessel: 1 - Vessel as Wave Operated Member; 2 - Nacelle as Vessel Operated Member; 3 = BPB as non-reactive member.

Indicates a nacelle on a deck in a simple transversal attitude/alignment, which is not quite how matters really are in variable sea conditions but it serves to illustrate the point. The movement of the vessel and the nacelle is indicated at approx. 10° to starboard and 10° to port (a roll of 20°). When beam-on to the waves, vessels roll, sometimes quite alarmingly, requiring complex tethering and anchoring lines. A rolling vessel is inherently more unstable than a vessel heaving/pitching longitudinally, unless it is a yacht, twin/triple hulled or of a floating platform configuration. Otherwise, the same principles and operational modes apply to transversally aligned vessels/nacelles that apply to longitudinally aligned vessels/nacelles. However, due to roll movements being pronounced and frequent, considerable strain can be imposed on FTMs/SMs/axle bearings etc. However, in heavier-duty applications of Orca, additional supports can be installed within the nacelle, between the sides of the nacelle and the BPB, with vertical rollers for longitudinal shift, but not attached to the BPB, to counteract any tendency of the BPB to move transversally due to sudden or significant weight transfers in transversal tilts/rolls, and two primary axle supports can be supplemented by a third support at the axle’s middle section, or more if need be.

Fig. 38: As indicated, for a vessel hosting a number of nacelles, these can be aligned in several different ways, longitudinally, diagonally, transversally. The nacelles in this instance are randomly scattered on the deck to illustrate the point. Much depends on the configuration of the vessel, the number of decks, headroom, stability and other factors.

Fig.39: Indicates the situation where more than one nacelle is installed on a deck, one fore and one aft the vessel’s centre of gravity (1 = Vessel, 2 = Nacelles, 3 — BPBs). Although the nacelles rise/fall relative to the vessel’s centre of gravity, the operative principles of BPBs/FTMs/SMs remain the same. The optimal positioning of a nacelle is where the axis of the nacelle coincides with the vessel’s centre of gravity but this is by no means essential. (b) Modifying vessel behaviour

Vessels may already be or can be fitted with ballast tanks to control buoyancy and stability advantageously in light or heavy seas, moderate or rough conditions, and the filling and emptying of ballast tanks, fully or partially, can be achieved using compressed air or other on-board power source. Ballast tanks can also be self-filling, inflow managed by a shutoff valve. Such measures can enhance/mitigate heave/pitch according to meteorological conditions. Vessels can also use ‘anchor’ or ‘at-rest’ stabilisers to mitigate;roll when swinging, or normal stabilisers when under power to mitigate roll. Swing anchoring systems would incorporate anti-snatching mechanisms. (c) Locating Vessels/Nacelles &amp; Sea States

Wave height has one effect on power producing equipment, periods another. A vessel’s response to waves is influenced by a number of factors - length, beam, gross tonnage, hull configuration, buoyancy, windage, centre of gravity and metacentric point. Wave heights and periods vary, and the vessel, the nacelle and the productive machinery will respond accordingly, i.e. variably, requiring inefficiencies to be factored into rated capacity. ‘Swell waves’, to which conditions Orca is suited, are likely to be powerful and fairly regular.

With regard to sea states, a useful reference is the west coast of Scotland (North East Atlantic) where it is envisaged that an Orca could be located, e.g. the Atlantic Ocean west of the Isle of Barra (and other islands) and the Hebridean Sea. Sea states elsewhere may approximate to north east Atlantic conditions. The table below provides data on Significant Wave Heights in these two locations:

The wave heights indicated in the Table are Significant Wave Heights (SWH or Hs, representing the highest third of the waves - WA). The Table does not indicate ‘periods’ although higher waves/swells or ‘swell waves’ usually suggest longer periods between swells bjecause of their sheer mass, although periods tend to shorten when waves are shoaling. In the areas indicated, there are significant local/seasonal variations due to the extent of exposure to prevailing winds and seas. The east coast of Barra is less exposed to SW and W winds and wave propagation than the west coast of Barra. Storm surges with waves between 45775’ have been recorded off the west coast of Lewis. i

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Accordingly, the choice of vessel, nacelle and tethering/anchoring systenji has to have regard to prevailing conditions in locations selected for deployment inshore or offshore for optimising heave/pitch relative to rated capacities. There are advantages in;having summer and winter stations, given that vessels are mobile or moveable constructs. ( i

8. STORAGE /BATTERYBANKS &amp; CAES/LAES j

Figs. 40/41 I CA = CAES-LAES / BB = Battery Storage / P = Processing / A = Nacelle / B = Smaller Nacelle stacked on A (whereby B contributes to the gross weight of A but not vice-versa).; C = processing, D = compressed air processing or liquefying, E = Anchor section) F = monitoring and auxiliary back-up. !

These are indications, not prescriptions. Boats/ships are very adaptable artefacts and naval/marine engineers can distribute functions around a vessel having regard to all the relevant criteria pertaining to vessel stability and safety. j

Compressed Air: It can either be used to drive air engines in an adiabatic mode (i.e. in the sense of using compressed air immediately while it has heat) or for storage and ah isothermal mode or both. The terms ‘adiabatic’ and ‘isothermal’ are used loosely, the former to denot: immediate use with minimal loss of heat (high efficiency), the latter to denote temperature loss and re-heating when i compressed air is stored for later use (lower efficiency). Liquefied Air Energy Storage (LAES) is also a viable option in as much as there are various sources of electrical power aboard |for cooling air until it liquefies. It can also be re-heated in situ. CAE/LAE are harvestable and can be iised for marine or

I shore based installations, and used advantageously in the context of low/high demand cycles.

Note: Electrolysis &amp; Hydrogen i

Ways and methods of producing hydrogen on a commercially viable scale, including the production of hydrogen from sea water are possible. Orca could be used for desalination purposes and the production of hydrogen, given sufficient power being produced aboard, depending on the size of vessel, for electrolysis. However, water, available in abundance, would have to be filtered/de-mineralised/desalinated, and the hydrogen used or transported, suggesting quite aj sophisticated set-up on a large vessel(s) on an offshore station. The larger the vessel, the less it is susceptible to wave motions. There are significant environmental risks associated with dispersing bribe produced by the process - ‘what is not extracted’ has to go back into the sea or somewhere else. j

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9. OTHER FACTORS

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I (a) Environmental Impact: low to negligible environmental impact on the marine environment, minimal disruption to the sea bed, no requirement for offshore heavy duty

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I cranage and substantial environmental benefits. A clustered deployment may require the imposition of a relatively modest fishing exclusion zone except for line fishing and pot traps but exclusion zones would be as beneficial as they might be considered detrimental to the fishing industry in terms of marine conservation and providing alternative employment opportunities. (b) In so far as vessels hosting Orca systems represent a potential navigational hazard, a host vessel would be equipped with the necessary navigation lights and other aids, including radar if required, all powered in situ, or by back-up auxiliary diesel generators in any emergency. (c) Vessels would be subject to maritime safety regulations, including sea safety and rescue apparatus such as emergency life rafts for anyone having reason to board the vessel. (d) Anchoring/Tethering Systems: The choice of system is relative to the size, configuration and gross tonnage of the vessel and to the sea states and sea depths contemplated for deployment, and can be turret systems, spars, gravity systems or other that enable the vessel to swing on its mooring, or, where the vessel is to have a transversal attitude and alignment, tethering lines would be multiple and relatively complex, beam-on the swell waves being a hazardous attitude to adopt; and all anchoring systems devised and configured to minimise ‘snatching’, using the latest techniques.

The Orca system is versatile, flexible, scalable and amenable to variations, operational modifications and permutations, including the positioning and sizing of any constituent components relative to others where such variations and permutations are required having regard to all relevant factors, including, 1. mass/gross weight and dimensions of the nacelle selected in any instance 2. size, type and positioning of the primary axle system, and of sub-axles which can be adapted and positioned to suit the nacelle selected 3. dimensions, configuration and weight of the BPB to suit the nacelle selected, including additional primary axle supports where required for heavyweight installations 4. sizing, profiling and configuration of the FTMs and their slide-mechanisms/end buffer stops which can be adapted to suit the nacelle and the BPB selected 5. types of slide mechanisms and end buffer stops to be selected at the discretion of a fabricator / operator relative to lightweight or heavyweight applications, and the specification and instalment of buffers, stoppers and brakes appropriate to FTMs on the basis of best fit having regard to the forces affecting the nacelle, the BPB, the FTMs/SMs and power inducers 6. power inducers according to cylinder types and sizes, strokes and pressure capacity, which can be specified to suit the nacelle selected and the dimensions of the BPB selected or vice-versa

All selections, adaptations and variations instanced in (a) to (g) incl. being relative to the size, buoyancy, displacement and configuration of the host vessel, the availability of deck space and to the sea states envisaged for the location of a vessel and the nacelle(s) which it hosts, inshore or offshore.

10. ADVANTAGES 1. Multimode, multi-function systems in situ, controllable at source. 2. Simultaneous modes in the one nacelle unit 3. Omnidirectional or unidirectional only 4. Power can be accumulated and processed in situ rather than depending on shore-based processing 5. Flexibility/versatility in configuration and deployment whereby one can select/fit any power system, hydraulic, pneumatic or other, in solo or mixed modes, using commercially available generators/components at a capacity that suits the purposes/preferences of fabricators, engineers and operators relative to sea states in locations selected for deployment 6. Robust/durable: not directly exposed to a harsh environment; kinder to machinery,housing it in a robust, non-corrosive environment; accommodates vertical motion of waves jand their velocity. 7. By not being placed directly into the sea, Orca improves durability, survivability, accessibility and functionality, as well as facilitating inspection, remote monitoring, servicing, maintenance, scheduled/unscheduled overhauling and repair without waiting unduly for weather windows. 8. Convenient to monitor, physically or remotely, with CCTV and other monitoring systems 9. Scalable, whereby the device and system can be scaled and adapted to suit the power output required (large/small scale versions of the same system, constructed in readily assembled standard models), prospective locations and prevailing sea conditions in that location. 10. Practicable, affordable and non-complex technological solutions by utilising second-hand or new vessels with available deck space and structural resilience, and short lead-in times. 11. Devices and systems can be conveniently installed and uninstalled and which are moveable, interchangeable and re-usable j 12. Provides storage, including battery banks and compressed air storage in situ,: 13. Flexible/Versatile regarding vessel and nacelle sizes and stationing, including combinations of differently sized nacelles on one vessel / Clustered deployments / Stacked installations 14. Can be configured for Inshore or Offshore, waves or swell waves 15. Is a mobile system, able to change locations with relative ease, evading serious weather conditions. Given variations in sea conditions between winter and summer, dr on account of other factors where such seasonal circumstances do not pertain, Orca facilitates the deployment of two stations, viz. a summer station and a winter station, or any alternative {stationing where this is beneficial, without incurring significant technical challenges/costs in sjo far as boats/ships/barges/vessels are conducive to being stationed / re-stationed by fug or tender or under their own power where a host vessel, such as a used vessel, has retained its propulsion (or such systems have been incorporated into the host vessel). 16. Can also be used in assisting propulsion systems and other systems for sea vessels underway 17. A self-sustaining energy plant without any reliance on fossil fuels except for {emergency situations where a back-up diesel generator may be required. ' 18. If fitted with ballast tanks, performance can be optimised by enhancing buoyancy with regard to pitching/heaving in light/heavy seas, moderate/rough conditions, and the filling/emptying of ballast tanks, fully or partially, aided by compressed air or other on-board poiwer generation. 19. Veiy low to negligible in environmental impact 20. Can serve purposes additional to what specifically pertains to wave energy conversion - as navigational aids; weather/shipping monitoring/reporting stations; as beacon^; hosting electronic data relay/transfer artefacts; platforms for supplementary renewable energy devices (solar/wind); platforms for drone relay/refuelling/recharging stations; marine research; environmental monitoring or any other purpose deemed useful and appropriate in a marine Environment 21. For vessels underway, without prejudice to the imperatives of seeking green energy solutions wherever practicable, Orca in.any of its modes, can be deployed in an additional, complementary or integrated manner to aid the propulsion of vessels using diesel-electric or other fossil-fuelled modalities and/or help mitigate the carbon-footprint of any seagoing vessel or, in any mode or

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I combination of modes, can also be deployed as an auxiliary power system on any type of vessel to provide auxiliary and back-up power and/or in combination with battery storage or CAES. 22. A clustered deployment of vessels and Orca nacelles provides, if desired, an opportunity to harvest compressed air, where compressed air is selected as a mode, for CAES or LAES or both, given there are sources of electrical power generation in situ, for on shore applications by transferring Liquefied Air energy to a specialised tanker storage vessel separate from the hosting vessels for transport to shore or elsewhere, where re-heating can be achieved in conjunction with other renewable energy sources such as wind turbines to generate power. 23. Orca, being a vessel system, has none of the commissioning or decommissibning issues pertaining to marine based wind turbines, whether floating or sea-bed mounted, or to tidal stream turbines. 24. The rationale and design of Orca provides opportunities and choices for shipbuilders, marine/transport engineers, naval architects/technicians, constructors/fabricators/operators/ commissioning agencies, and for generator/cylinder manufacturers and utility suppliers that do not pertain in the wave energy sector at present, in so far as is known, and without any undue dependence on original equipment manufacturers, utility companies or governments. 25. Given the foregoing, Orca is designed to remove or resolve most of the issues that still manifestly beset wave energy development and exploitation, floating wind turbine, tidal stream turbines and other marine renewable energy developments.

REFERENCES i i http://www.emec.org.uk/ ii https://worldwide.espacenet.com/searchResults?ST>singleline&amp;locale=en EP&amp;suibmitted=true&amp;DB=&amp; query=GB2001137+A&amp;Submit=Search ill https://worldwide.espacenet.com/searchResults?ST=singleline&amp;locale=en EP&amp;submitted=true&amp;DB=&amp; querv=W02009%2F095651+Al&amp;Submit=Search iv https://worldwide.espacenet.com/searchResults?ST=singleline&amp;locale=en EP&amp;submitted=true&amp;DB=&amp; qu erv=W Q2009%2 F093920&amp;Su bm i t=Sea rch

V https://worldwide.espacenet.com/searchResults?ST>singleline&amp;locale=en EP&amp;submitted=true&amp;DB-&amp; query=GB2515792+A&amp;Submit=Search

I

Claims (1)

1. Claim 1: Orca is a vessel hosted and operated wave energy extraction/conversion system, comprising a 3-deck nacelle, installed on or within a vessel, spread or point-loaded, which, when levered by the vessel deck(s) in response to rising/falling waves, transforms the mass/gross weight of the nacelle into force and counter-force for power inducers by means of a Counter-lever, contra-oscillating, force-inverting mechanical system comprising, firstly, the nacelle itself, secondly, the middle deck of die nacelle, the Beam Platform Bed (BPB), mounted in equilibrium on a primary axle/shafts/bearings connected transversally to each side of the nacelle at its central axis, enabling the nacelle and the BPB to counter-rotate relative to each other, and, thirdly, counter-levers, the Force Transfer Mechanisms (FTMs)| which are two sets of paired and identical triangularly configured structures, each pair connected by crossmembers for stability and strength and installed equidistantly and respectively fore and aft of the primary axle with the principal vertex of each FTM affixed to the BPB Iby means of subaxles, and the other vertices to Slide Mechanisms (SMs) incorporating end buffer stops/brakes (EBSs) installed on planes inclined to pre-set degrees from the top and bottom deck planes of the nacelle and, fourthly, power inducers connected between the top and bottom planes of the nacelle and the BPB fore and aft of the primary axle, whereby all constituent components become dynamically interactive when the nacelle is levered by the vessel and decks by the vertical forces pulling and pushing the nacelle up and down around the axis of the primary axle in alternating cycles of deck movement. Claim 2 In respect of Claim 1, the vertical forces pulling and pushing the nacelle up and down around the axis of the primary axle compel the SMs and FTMs to move forward/back on the inclined planes and the FTMs to rotate on the sub-axles to the extent permitted by the pre-set limits of end buffer stops (EBSs), thereby preventing the BPB from moving in sympathy with the nacelle and compelling it instead to resist the push/pull forces of the nacelle on the BPB around the axis of the primary axle, irrespective of the strength of such forces in any instance, and thereby invert upward force into downward force and vice-versa, which inversion occasions forces and counter-forces that are to be captured, managed and regulated by contracting and retracting power inducers, whether these be pneumatic, hydraulic or lever cranked, in solo or dual mode, and the power induced transmitted to generators installed on the BPB and on base plane of the nacelle or, where maritime regulations or practical imperatives require any potentially hazardous apparatus to be external to the nacelle, in safe proximity to the nacelle, and/or to battery storage or compressed/liquefied air energy storage, which stored energy can be used in situ, or harvested for other marine or shore based applications. Claim 3: In respect of Claims 1 and 2, Orca is a fully integrated wave energy extraction system, comprised of a vessel as a wave operated member and a nacelle as a vessel operated member, the latter incorporating a non-reactive member constituted by a primary axle and sub-axles, force transfer mechanisms, slide mechanisms, end buffer stops and contracting and retracting power inducers, which elements are all interdependent and integrated, and which are able to interact dynamically and synchronously with each other because they are contained within a locked-in three-deck structure/framework, which provides solidity, stability and strength in a confusing and unsettled marine environment, so that, when the vessel responds to the momentum and motions of waves, the mass/gross weight of a nacelle is converted into force, pressure and torque for electricity generating plant in a regulated and controllable manner. Claim 4 In respect of Claim 1 and ‘vessel hosted and operated’, the meaning of ‘vessel’ includes ships, boats, barges, freighters, utility craft, rafts, ferries, floating platforms and other, whether new or used, unadapted or adapted or vessels that are purpose-built, provided any hosting vessel is hulled, susceptible to wave motions and has deck space and hull and deck strength appropriate to the size/configuration of the nacelle(s), and which vessels are sea worthy and safe relative to the sea states in the locations) contemplated for deployment, inshore or offshore; and which are tethered to swing anchoring systems whether turret, spar, gravity or other, or installed on vessels underway as a principal or auxiliary or complementary system; and that no part of the ‘nacelle’ or any of the constituent elements are immersed or in direct contact with water and waves but are contained and protected within a non-corrosive and accessible environment. Claim 5 In respect of Claim 1 and vessels, in so far as a vessel tethered to a swing mooring system allows the vessel to swing through 360°, exercising a propensity to align longitudinally with its tethering/anchor lines into prevailing seas/winds, experiencing heave/pitch motions throughout, Orca is omnidirectional except in instances where the vessel is intermittently fully beam-on to waves/swell waves, while swinging; and similarly for a vessel underway except that instances of pitch and heave and other motions will be more frequent than for a vessel tethered to a swing anchoring system in similar sea states; or a nacelle can be mounted transversally on a deck, or the vessel can be tethered in a transversal attitude where wave propagation merits such an alignment relative to the regularity of typical wiave lengths in a selected location, provided hull configurations and tethering/anchoring systems are appropriate to such alignments. Claim 6 In respect of Claim 1 and nacelles, a nacelle can be fixed securely to the deck(s) of a vessel as an independent structure or inserted between vessel decks or its constituent/integrated components can be incorporated into the vessel itself, or the vessel itself can be a nacelle, whereby the nacelle and everything within the parameters of its deck footprint, spread or I point-loaded, when levered by the vessel and decks, experiences the same motion characteristics as the vessel itself to the same degree and direction in heave, pitch, surge, sway, roll and yaw motions, and, in respect of heave/pitch motions, Bow/Stem, Starboard Bow/Port Quarter, Starboard Quarter/ Port Bow motions are longitudinal motions that engage productive machinery due to the nacelle and its counter-lever, contra-oscillating, force-inverting mechanical system being a structurally interconnected, vessel supported, three-deck framework capable of coping with heave, pitch, surge, roll, sway and yaw motions. Claim 7 In respect of Claim 1 and nacelles, the distance of the BPB from the vessel’s waterline is to be noted in so far as the further the distance a BPB is from the waterline, the greater its longitudinal movement, including for other components, forward and back, movements to be considered when installing/calibrating mechanisms, plant and fastenings so; that all such apparatus can accommodate the longitudinal movements affecting the primary axle/BPB, as when one nacelle is placed directly on top of another, or where nacelles are arranged on different decks on a vessel, or nacelles are installed each side of the vessel’ s centre of gravity. Claim 8 In respect of Claim 1 and nacelles, a nacelle is ordinarily aligned longitudinally, bow to stem, on a vessel but can be aligned transversally starboard beam to port beam or diagonally where vessel configuration and/or sea states merit or require such alignments, and more than one nacelle is deployed on a vessel and it is advantageous for any practical reason to have transversally or diagonally aligned nacelles in addition to longitudinally aligned nacelles; or nacelles can be transversally aligned on a vessel deployed in a transversal attitude for capturing the momentum of long and regular swell waves, subject to appropriate tethering/anchoring systems. Claim 9 In respect of Claim 1 and nacelles, an Orca can be a single nacelle installation or multiple nacelle installation on a vessel or multiple installations on a cluster of vessels; and it can be single mode or dual mode in one nacelle or multi-modes in a dual nacelle set-up or a multiple nacelle set-up; and the nacelles, whether fabricated in standard sizes and models or otherwise, or deployed on a vessel or vessels on a mix and match basis regarding theif sizes and configurations, can be installed, removed, interchanged, attached and detached, with regard to seagoing and seaworthy vessels by shore based crane, or embarked/disembarked in a ro-ro manner on railed or wheeled bogies or low loaders provided such carriers are securely fastened to a deck and, for ro-ro vessels, the vessel is configured for ro-ro embarking / disembarking and suited to sea states contemplated for locating such vessels; and larger nacelles on larger vessels for ocean deployment would require more powerful cranes and discrete transport arrangements, and, where the vessel itself constitutes a nacelle, constituent elements can be installed and extracted independently. Claim 10 In respect of Claim 1 and the Beam Platform Bed, installed on an axle mounted between the sides of the nacelle at its centre like a balanced beam on a fulcrum, and on which machinery can be installed in equilibrium each side of the fulcrum, is configured as an oblong/ rectangular deck/platform, wide enough to accommodate generators and related machinery and long enough to accommodate FTM mechanisms and power inducers, and appreciably longer than it is wide. Claim 11 In respect of Claim 1, the ‘Primary Axle (shaft/bearings) is ordinarily supported by the base of the nacelle by means of two integrated supports in such a manner as to enable the nacelle to counter-rotate relative to the BPB but, the primary axle bears the load of the BPB and any additional weight placed upon the BPB in equilibrium irrespective of whether or not the nacelle supporting the BPB pitches and heaves, and, as such, the greater the mass/gross weight of the nacelle and machinery, the greater the load on the primary axjle and bearings, especially in transversal movements, in which instances an additional axle supports) with appropriate shafts/bearings complementary to the other axle supports can be installed between the base of the nacelle and the primary axle to spread loads and mitigate any undue stress occasioned by transversal or diagonal movements. I Claim 12 In respect of Claim 1, the counter-levers, Force Transfer Mechanisms (FTlj/is), mounted in i pairs fore and aft of the primary axle and with three vertices triangularly configured and connected to sub-axles and SMs and which achieve contra-oscillation for the BPB, do not bear the weight of the BPB or of any additional weight placed upon the BPOB while the BPB is balanced in equilibrium because in such a state the primary axle bears the load of the BPB, but FTMs/SMs become load bearing when activated by vessel/deck leverage in piteh/heave i and other motions, especially when the pre-set limiters on degrees of movement (EBSs) are fully engaged, although the Primary axle still bears the principal load. Claim 13 I In respect of Claim 1, FTMs, can be configured in different ways relative to the positioning of the sub-axles on the BPB and the distances between the top and base of the nacelle and the BPB which need not be equidistant, such configurations being subject to preferences that can be exercised with regard to utilising the BPB only for installing power inducers and generating plant or to the configuration, specification and sizing of various! power inducing components and generating systems, whether pneumatic or hydraulic or lever cranked or mixed mode. Claim 14 In respect of Claim 1 and sub-axles affixed to the BPB, to which the principal vertices of the FTMs are attached, are of a type that enables the FTMs to turn to the extent necessary in any instance of heave/pitch and other motions and to hold the principal verticed of the FTMs in position in any vessel motion that occasions undue stress. I I Claim 15 In respect of Claim 1 and Cross Members (CMs), these link paired FTMs together for stability and strength, especially in transversal/roll movements, but do not exclude other measures that can be taken to cope with significant transversal forces when a vessel ‘rolls’ or yaws in beam and quartering seas, such as brace supports attached to the sides of the nacelle, fore and aft of the primary axle, but not to the BPB, which brace supports can comprise vertical rollers that would counteract any undue tendency of the BPB to swing or move transversally in significant or powerful rolling and yawing motions and alleviate any undue strain on the primary axle bearings and on FTMs, SMs and sub-axles, provided that such brace supports and vertical rollers aid and do not impede any longitudinal movement of the BPB, or foul any machinery and equipment installed on the BPB. Claim 16 In respect of Claim 1, SMs, which can be rail bearings or similar, are connected to FTMs by revolving fastenings, and grip and guide the FTMs on inclined planes when the FTMs, in any instance of heave and pitch motion affecting the nacelle, turn on the sub-axles attached to the BPB and move/slide/roll forward or back synchronously on inclined planes within pre-set limits, thereby enabling the FTMs to transfer vertical force into forward and back force on inclined planes and upward force into downward force and vice-versa around the axis of the primary axle. Claim 17 In respect of Claim 1, inclined planes are integrated into the structure of the nacelle, top and base, and inclined away from the central perpendicular of the nacelle to each end of the I nacelle, and in any configurations of a nacelle, all inclined planes are to be of the same size and dimensions and inclined to the same degree or, alternatively, the top planes and base planes can be inclined to different degrees provided the inclined top planes are the same as each other and the bottom inclined planes are the same as each other, which arrangements contribute to the forward and back movements of the FTMs/SMs and to inyerting force into counter-force when the nacelle turns on the axis of the primary axle when levered by the vessel deck(s), and that the top and base planes of the nacelle and the inclined planes at the top and base planes of the nacelle are configured so that power inducers and FTMs/SMs do not obstruct or hinder each other when moving. Claim 18 In respect of Claim 1, Pre-set Limiters, which prevent the movement of the SMs/FTMs beyond set limits so as to contain and constrain contracting/retracting power inducers within their maximum capacities and limits, and which function as end buffer stops, incorporating I shock-absorbing/braking functions (EBSs), have to cope with substantial loads when pre-set ! limits are reached, beyond which they enable the BPB to move in sympathy with the nacelle and, as such, they are critical to the functioning of the system, and can be supplemented by additional limiters attached to the primary axle shaft(s), temporarily locking and then releasing the primary axle shafts, but the type and numbers of EBSs to be installed is not prescribed in any application of Orca due its being a versatile and flexible construct in terms of its dimensions, mass and gross tonnage, but the fundamental necessity Of having pre-set limiters is. Claim 19 In respect of Claim 1 and power inducers, contracting and retracting power inducers, such as reciprocating cylinders and levers, installed between the top and bottom planes of the nacelle and the BPB, fore and aft of the primary axle, are critical to the rationale and functioning of Orca, firstly, as connections indispensable to the interrelated functions of the nacelle and BPB, and, secondly, in as much as such connections would, without the intervention of the FTMs, move the BPB in sympathy and in tandem with the nacelle’s top and base planes while the mass/gross weight of the BPB would tend to do the opposite, when the FTMs intervene, contracting and retracting power inducers absorb and regulate the conflicting forces between the nacelle and BPB and transmit these forces to generating equipment. Claim 20 In respect of Claims 1 &amp; 2, the force and counter-force active in a nacelle When the vessel responds to wave motions consists of the mass/gross weight of the nacelle, including all mechanisms, machinery and equipment within the deck footprint of the nacelle, because the nacelle, on account of the leverage and force imparted to it by the vessel and its decks in the vessel’s response to wave motions and effort, is compelled to push and pull against the BPB from above and below the BPB fore and aft around the axis of the primary axle, clockwise and anti-clockwise, which pushing and pulling compels the FTMs and SMs to move/roll/slide forward and back in alternate cycles of movement, adjusting their position to compensate for and to resist the pushing and pulling, such pushing and pulling between the nacelle and the BPB, FTMs, and SMs, being contracting and retracting motions, constitutes force in terms of Nm/torque for generating plant whether induced by pneumatic/hydraulic/lever cranked or mixed mode power inducers subject to the configurations/ requirements/specifications/ interconnectivity/rated capacities of such plant in any specific application of Orca that is preferred. i Claim 21: In respect of Claims 1 &amp; 2, the amount of force / counter-force induced by power inducers in any instance of wave momentum is determined primarily by the mass, gross weight of the nacelle(s) and all of its constituent elements within its deck footprint, including all generating plant installed within the nacelle(s) and by (i) the leverage and degrees of movement of the vessel/decks when responding to wave momentum/effort and its effects on the nacelle(s) (ii) the size of the vessel, its mass, buoyancy, stability and the deck space available for a nacelle or nacelles (iii) the positioning, strength, configuration and pre-set limits of the FTM/SMs and limiting components (EBSs) (iv) the configuration, sizes and rated capacities of whichever power producing machinery and apparatus are selected / preferred by a constmctor/operator, whether pneumatic/hydraulic/lever-cranked or mixed mode systems. Claim 22 In respect of Claims 1 &amp; 2, due to wave motions being variable in terms of regularity, heights, periods, lengths, momentum, and amplitudes, and prevailing seas and winds occasioning pitch, heave, surge, roll, sway and yaw on the vessel and on any nacelle that it hosts to the same direction and degree, the forces pushing and pulling against the BPB, FTMs, SMs and EBSs are also be variable but, due to the fact that, in cycles of pitch and heave, power inducers fore and aft of the primary axle function simultaneously, alternately and to the same extent and degree in half-cycles of movement, with two sets contracting and two sets retracting, or one set contracting and one set retracting in a smaller set-up or double contractions and retractions in a stacked set-up, wherein a nacelle surmounts another nacelle, the system exploits every pitch/heave movement in a cumulative manner, or roll movements where nacelles are installed transversally on a vessel, or on a vessel stationed in a transversal attitude to propagating waves. Claim 23: In respect of Claims 1 &amp; 2, contraction/retraction forces above and below the BPB fore and aft of the primary axle, due to the stabilisation of the BPB by FTMs, SMs and EBSs within the confines of a nacelle structure and framework in pitching/heaving and other motions and to the interaction between the nacelle and the BPB in pitching/heaving ad other motions, these forces are always equivalent in every wave/vessel/deck motion fore and aft of the primary axle, whatever the height, periods and momentum of waves affecting the vessel in any instance, thereby ensuring that power inducers, whether compression cylinders or levered cranks, are subject to equivalent pressures/forces whether contracting or retracting, although cylinder lengths, strokes and capacities will vary relative to their perpendicular distance from the primary axle, subject to discretionary adjustments or compensatory measures that may be applied in any specific application of Orca. Claim 24: In respect of Claims 1-23, Orca’s integration of vessel and wave machine in a positively symbiotic manner produces a versatile and flexible system because nacelles and constituent elements can be fabricated in any practicable sizes, shapes, configurations and gross tonnage, and the greater the gross tonnage of the nacelle, the greater the potential force in Nm, always subject to the size of the vessel, the deck space available, the output desired and the optimal positioning of the vessel in prevalent, seasonally or annually averaged sea states in the locations selected for deployment, inshore or offshore. Claim 25: In respect of Claims 1-24, all constituent elements and mechanisms of Orca, stabilise and regulate the variable and irregular motion of waves/swells and their impact on a vessel and the nacelle(s), and transfer and invert the momentum in these motions into la pre-set, exploitable, alternating, cumulative, controllable and productive range and cycle for power inducers and electricity generators in situ and, if desired, to effect battery storage and compressed air storage in situ, and, as such, Orca is an enabling and facilitating device, system and technology, which does not prescribe the type of energy exploiting systems to be deployed and installed in any instance of its practical application, whether such systems be hydraulic, compression, lever-cranked, hybrid or mixed mode systems, but affords engineers, constructors, operators and power generators a range of options for generating electrical power in situ, including storing it as compressed air in tanks/containers for later use and/or or in battery banks in situ or for any other practicable purpose such as desalination and electrolysis, as well as being able to process output in situ if such an option is exercised Claim 26: In respect of Claims 1-26, the Orca system, and the flexible, versatile, adjustable and multiple modalities that its design and rationale enables, are relevant to other sectors and industries, including transport industries on land and sea, where the movement of a mass/gross weight of an artefact is used or effected as a force to produce power, directly of indirectly, longitudinally or transversally, by sea waves or by other kinds of undulations and movements or through acceleration/deceleration, where the constituent elements of Orea are deployed as a system or an auxiliary system to invert and convert the forces engendered in such circumstances and contexts into electrical power for immediate or stored use, direct or indirect, whether power inducement is lever cranked or pneumatic or hydraulic or coupled to or working in tandem with other energy producing systems.