NL2024690B1

NL2024690B1 - Underwater vehicle docking and communication

Info

Publication number: NL2024690B1
Application number: NL2024690A
Authority: NL
Inventors: Singer Johannes; Konrad Dorrestijn Igor
Original assignee: Fnv Ip Bv
Priority date: 2020-01-17
Filing date: 2020-01-17
Publication date: 2021-09-08

Abstract

An interface apparatus (50A) that is connectable to or part of a vessel (10, 10') for interfacing with an underwater vehicle (20, 20'), which comprises: a wireless energy transmission unit (56A) adapted fortransmitting electrical energy to the underwater vehicle (20, 20'), a first data communication unit (58A) adapted for wireless data communication between the interface apparatus (50A) and the underwater vehicle (20, 20'), and a second data communication unit (60) adapted for data communication between the interface apparatus (50A) and the vessel (20, 20'), wherein the interface apparatus (50A) is adapted for establishing a data communication path (70) between the vessel (10, 10') and the unden/vater vehicle (20, 20') via the first data communication unit (58A) and the second data communication unit (60).

Description

UNDERWATER VEHICLE DOCKING AND COMMUNICATION

FIELD OF THE INVENTION The present invention relates to the general field of underwater vehicles, and more particularly to the fields of interfacing with underwater vehicles and docking them to vessels.

BACKGROUND OF THE INVENTION Underwater vehicles are commonly used to facilitate underwater operations, such as, without limitation, marine and geologic research, exploration of natural resources under the seabed, work in connection with undersea cables and pipelines, and so on. These underwater vehicles are launched from, and recovered by, manned boats, autonomous surface vehicles (ASVs), or other platforms, which will be called "vessels" in the present document. Presently known underwater vehicles are generally classified as ROVs (remotely operated vehicles) or AUVs (autonomous underwater vehicles). The term "drones" is often used to encompass ROVs and AUVs, both tethered and untethered. Current ROVs are remotely controlled, using wireless (e.g., acoustic) or wired communication with a support vessel. A tether or "lifeline" may connect the ROV to the support vessel. The tether generally has one or more of the functions of supplying the ROV with electric power and/or providing input data for controlling the ROV and/or providing a high speed communication link for data or video feedback. ROVs are capable in terms of their flight agility and manipulation capability, but they are less flexible with respect to the tasks they manage to perform, and are usually not very fast.

On the other hand, current AUVs can operate without being tethered to a vessel. AUVs can generally execute a predefined task without operator interference. The task may or may not include a predefined path. In the latter case, the AUV finds a suitable path itself. AUVs often have a torpedo shape suitable for long endurance and power efficient operation. However, this design 1s cumbersome when it comes to detail operation, manipulation, hovering and agile maneuvering. Typical AUVs need to be launched from and recovered by a support vessel relatively frequently for data exchange and recharging or refueling. The launch and recovery of both ROVs and AUVs is facilitated by a LARS (launch and recovery system). A known construction uses a crane or a frame that carries a deflection sheave and extends or can be extended over the side of a vessel. A winch is provided for winding and unwinding a cable or tether or umbilical. The cable runs from the winch over the deflection sheave either to the underwater vehicle or to a tether management system (TMS) that is in turn connected to the underwater vehicle. Underwater vehicles that are used with this kind of LARS are typically kept on deck of the vessel, or in a special compartment accessible from the deck of the vessel. An example of this kind of LARS is shown in WO 2017/213516 Al. The "over-the-side" deployment configuration described in the previous paragraph has the advantage that it requires no modification of the basic structure of the vessel.

However, holding a heavy underwater vehicle at the side of the vessel may lead to instabilities and requires a large vessel. Another known deployment configuration uses a modified vessel with a so-called "moonpool", 1.e., an opening that extends vertically through the hull of the vessel. A winch system or an elevator-like moving structure is used to lower and raise the underwater vehicle, together with any associated TMS, through the moonpool, which is usually located in a central position of the vessel. Furthermore, moonpool LARS constructions tend to be relatively simple. However, providing a vessel with a moonpool requires a modified basic construction.

There 1s a need for an improved technique for docking an underwater vehicle to a vessel.

In certain known configurations, a LARS is connected to a TMS by an umbilical, while the TMS is in turn tethered to the underwater vehicle. The umbilical is generally shorter than the tether, although it may be several hundreds of meters long. The umbilical supplies electrical power and provides high-speed wired data communication. However, the umbilical limits the operating range of the underwater vehicle, the kinds of operations which can be performed, and the number of underwater vehicles that can be used for each deployment system.

There is a need for an improved technique for interfacing between an underwater vehicle, in particular an AUV, and a vessel or another entity.

SUMMARY OF THE INVENTION The present invention is defined by the independent claims. The dependent claims concern optional features of some embodiments of the invention. Due account is to be taken of any element which is equivalent to an element specified in the claims. According to a first aspect of embodiments of the invention, a vessel provides a docking position for an underwater vehicle, wherein the docking position is below a design waterline of the hull. The vessel comprises a shielding structure that shields at least part of the underwater vehicle when the underwater vehicle is in the docking position. For example and without limitation, the shielding structure may serve for reducing drag, and/or for protecting the docked vehicle from mechanical damage.

According to a second aspect of embodiments of the invention, an interface apparatus is provided that is connectable to or part of a vessel for interfacing with an underwater vehicle. The interface apparatus comprises a wireless energy transmission unit adapted for transmitting electrical energy to the underwater vehicle, a first data communication unit adapted for wireless data communication between the interface apparatus and the underwater vehicle, and a second data communication unit adapted for data communication between the interface apparatus and the vessel. The interface apparatus is adapted for establishing a data communication path between the vessel and the underwater vehicle via the first data communication unit and the second data communication unit. A third aspect of embodiments of the invention provides an underwater vehicle that is adapted for interfacing with an interface apparatus external to the underwater vehicle. The underwater vehicle comprises a wireless energy receiving unit that is adapted for receiving electrical energy from the interface apparatus, and a wireless data communication unit that is adapted for communicating data between the underwater vehicle and the interface apparatus. The wireless energy receiving unit and the wireless data communication unit are integrated into a single module that may have, e.g., a rotationally symmetric shape. In some embodiments, the single module is generally disc shaped, with alignment features such as conical surfaces. Other rotationally symmetric shapes are used in other embodiments. Generally, rotationally symmetric shapes provide the benefit of allowing multiple possible angular orientations in which the underwater vehicle may be docked to the interface apparatus, and disc shapes allow an essentially unlimited number of possible angular orientations. A fourth aspect of embodiments of the invention provides a method for data communication between a vessel and an underwater vehicle. The underwater vehicle is adapted (1) to be docked to the vessel in a docking position, and (i1) to operate undocked from the underwater vehicle. The method comprises communicating data between the vessel and the underwater vehicle via an optical data communication channel or a first radio communication channel when the underwater vehicle is docked to the vessel. The method further comprises communicating data between the vessel and the underwater vehicle via an acoustic data communication channel or a second radio data communication channel different from the first radio communication channel when the underwater vehicle is undocked.

BRIEF DESCRIPTION OF THE DRAWINGS Further features, objects and advantages of embodiments of the invention will become apparent from the following detailed description, in connection with the annexed schematic drawings, in which:

Fig. 1A shows a side view of an embodiment of a gondola deployment configuration adapted for use with an untethered underwater vehicle; 5 Fig. 1B shows a side view of a further embodiment of a gondola deployment configuration adapted for use with a tethered underwater vehicle; Fig. 1C shows a side view of an alternative embodiment of a gondola deployment configuration;

Fig. 2A shows a sectional view along the line X-X of Fig. 1A; Figs. 2B-2F show sectional views as in Fig. 2A for alternative embodiments of the gondola deployment configuration;

Figs. 3A-3E show sectional views taken along a longitudinal axis of the underwater vehicle for various embodiments comprising an interface apparatus and an interface module;

Fig. 4 shows a schematic representation of components of the interface apparatus and the interface module; Fig. 5 shows a schematic top view onto the interface module of an underwater vehicle;

Fig. 6 shows a schematic representation of components of wireless energy transmission units; and Fig. 7 shows a schematic representation of components of optical and acoustic data communication units.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION The embodiments schematically represented in Figs. 1A and 1B each comprise a vessel 10, 10' such as a manned boat, an autonomous surface vehicle (ASV), or another platform. The vessel 10, 10' comprises a hull 12 of any suitable shape. The hull 12 has a design waterline 13, which is a waterline determined by the shipbuilders for normal or typical operating conditions. A bottom 14 of the hull may be regarded as a lower portion of the hull 12. Generally speaking, the bottom 14 may be any flat or curved portion of the hull 12 that is lower than the design waterline 13. In some but not all embodiments, the bottom 14 is the lowest portion of the hull 12. The bottom 14 may, but does not necessarily need to, extend laterally from a central keel line of the hull 12. In some embodiments, the bottom 14 is or comprises a low portion, or the lowest portion, of the keel line. In some embodiments in which the vessel 10, 10' comprises a ballast keel or a fin keel, this ballast keel or fin keel is not regarded as part of the hull 12, so that the bottom 14 of the hull 12 in these embodiments may be that portion of the hull 12 to which the ballast keel or fin keel is attached. In other embodiments, the ballast keel or fin keel is regarded as part of the hull 12, so that the bottom 14 of the hull 12 is or comprises a low portion, or the lowest end, of the ballast keel or fin keel.

The embodiments of Figs. 1A and 1B are distinguished in that the vessel 10 according to the embodiment of Fig. 1A is intended to be used with an untethered underwater vehicle 20 such as an AUV, while the vessel 10' according to the embodiment of Fig. 1B is intended to be used with a tethered underwater vehicle 20' such as an ROV. Accordingly, the vessel 10' shown in Fig. 1B further comprises a winch 16 that is adapted for winding and unwinding a tether 18 connected to the underwater vehicle 20'. The tether 18 may be a full tether that both supplies electrical power and provides a data communication path, or a light tether that only provides the data communication path. In many embodiments that use a full or light tether — such as the tether 18 — the provided data communication path is for optical data communication, using, for example, an optical fiber. In yet further alternative embodiments, the tether 18 is a simple rope or cable made of any material, which only serves to mechanically connect the underwater vehicle 20' to the vessel 10'.

In each of the embodiments of Figs. 1A and 1B, the vessel 10, 10' provides a docking position 22 for the underwater vehicle 20, 20' when the underwater vehicle 20, 20' is not in operation.

The docking position 22 is located below the design waterline 13 of the hull 12, and in the presently described embodiments underneath the bottom 14 of the hull 12. The vessel 10, 10' further comprises a shielding structure 24 that shields at least part of the underwater vehicle 20, 20" when the underwater vehicle 20, 20' is in the docking position 22. The shielding structure 24 has at least the function of reducing drag when the vessel 10, 10' is in motion and the underwater vehicle 20, 20' is docked to the vessel 10, 10". The shielding structure 24 may have further functions, such as for protecting the docked underwater vehicle 20, 20' from mechanical damage, or for reducing drag when the vessel 10, 10' is in motion and no underwater vehicle 20, 20" is docked to the vessel 10, 10! The shielding structure 24 in the presently described embodiments comprises a connecting portion 26, a top portion 28, and fore and aft facing hydrodynamic portions 30, 32. The connecting portion 26 serves to connect the shielding structure 24 to the bottom 14 of the hull 12, while the top portion 28 links the fore and aft facing hydrodynamic portions 30, 32 to the connecting portion 26. The fore and aft facing hydrodynamic portions 30, 32 may have any suitable shape that serves for reducing drag;

numerous such shapes are known in the field of hydrodynamics.

Figs.

IA and 1B schematically show the fore and aft facing hydrodynamic portions 30, 32 as having similar (but mirror-symmetrical) shapes in side view.

However, in many embodiments the fore facing hydrodynamic portion 30 will be shaped differently from the aft facing hydrodynamic portion 32, in order to optimize the drag reducing effect and/or further desirable properties when the vessel 10, 10' is moving in its normal traveling (i.e., forward) direction.

The connecting portion 26 with the shielding structure 24 and any docked underwater vehicle 20, 20" in the docking position 22 together have a similar effect as a ballast keel in that they provide lateral stabilization of the vessel 10, 10". This may be an important benefit, as the increased lateral stabilization may allow relatively large and/or heavy underwater vehicles 20, 20' to be used with relatively small vessels 10, 10". The difference is especially marked when compared to known "over-the-side" deployment configurations, which even reduce the lateral stability of the vessel at least during the deployment process. Similarly, known "moonpool" deployment configurations may also have poor stability, as the docked underwater vehicle leads to a rather high center of gravity of the overall system.

Numerous modifications of the embodiments shown in Figs. 1A and 1B are possible while maintaining the important properties that (i) the docking position 22 is below the design waterline 13 of the hull 12, and (ii) a shielding structure 24 is provided for shielding at least part of the underwater vehicle 20, 20' in the docking position 22.

As an example that reduces the number of structural elements used, Fig. 1C shows a configuration in which the shielding structure 14 merely consists of the fore facing hydrodynamic portion 30 and the aft facing hydrodynamic portion 32, which are mounted directly to the bottom 14 of the hull 12. Fig. 1C shows this configuration used with an untethered underwater vehicle 20, but it is apparent that the configuration can also be adapted for use with a tethered underwater vehicle 20'. In even more minimized example embodiments, either only the fore facing hydrodynamic portion 30 or only the aft facing hydrodynamic portion 32 is provided.

The embodiment shown in Fig. 1C can further be modified by providing a recess in the bottom 14 of the hull 12, wherein the recess is sized and shaped such that it receives part, but not all of the underwater vehicle 20 when the underwater vehicle 20 is in its docking position 22. In some embodiments, the recess can be sufficiently large and shaped such that it may receive all of the underwater vehicle 20.

Fig. 2A shows a sectional view of the embodiment of Fig. 1A, along the line X-X shown in Fig. 1A. Modified embodiments are shown in Figs. 2B-2F. These embodiments are examples of the general idea that the shielding structure 24 may have additional elements that protect and/or cover the docked underwater vehicle 20, 20', fully or partially, at the sides and/or the bottom. Figs. 2B-2F show an untethered and autonomous underwater vehicle 20 as in Fig. 1A, but the disclosed configurations can also be combined with embodiments as shown in Figs. 1B and IC, i.e, with tethered underwater vehicles 20'

and/or with configuration in which the underwater vehicle 20, 20" abuts, in its docked position, the bottom 14 of the hull 12. According to the examples shown in Figs. 2B-2F, additional side portions 34, 36 are provided.

These side portions 34, 36 may be fixed, as shown in Figs. 2B, 2E and 2F, or they may be movable between a closed configuration (shown in Fig. 2C) for protecting the docked underwater vehicle 20, 20' and an open configuration (shown in Fig. 2D} to allow docking and undocking of the underwater vehicle 20, 20". The example shown in Figs. 2E and 2F comprises fixed side portions 34, 36 and additional movable bottom portions 38, 40 that can be used to provide a fully closed compartment at all times other than during launch and recovery of the underwater vehicle 20, 20'. Further possible modifications, which may be used in connection with both tethered and untethered underwater vehicles 20, 20', but are especially beneficial in the case of tethered underwater vehicles 20, provide a certain degree of lateral stabilization of the shielding structure 24 ("gondola") to ease docking.

These modifications may be exemplified starting from a configuration as shown in Fig. 2A, in which the connecting portion 26 separates the shielding structure 24 from the hull 12. The inventors have found that the largest disturbance of the docking process is because of the lateral movement of the docking position 22 caused by the rolling motion of the vessel 10, 10". Therefore, in some embodiments, suitable measures may be taken to decouple or isolate the position of the shielding structure 24 (and thus the docking position 22) from this rolling motion, to ease docking.

As a first example, the connecting portion 26 may be configured as a flexible link between the vessel 10, 10' and the shielding structure 24. This is a particularly simple construction.

Further possible arrangements comprise a hinge between the vessel 10, 10" and the connecting portion 26, which allows a swiveling or pivoting movement of the connecting portion 26, and thus a lateral movement of the docking position 22, relative to the vessel

10, 10". The hinge can comprise, or be coupled to, one or more of (i) a passive hydraulic damper, (i1) an electronically controlled passive hydraulic damper, (iii) an electronically controlled active hydraulic damper, and/or (iv) an electronically controlled active actuator.

The electronically controlled passive hydraulic damper can be used to fix the connecting portion 26 and the shielding structure 24 relative to the vessel 10, 10' at times when there is no ongoing docking/undocking operation, and to tune the damping effect to the current sea conditions during docking/undocking.

The electronically controlled active hydraulic damper or active actuator can be used to keep the docking position 22 even more steady during docking/undocking, by actively compensating at least part of the lateral movement of the docking position 22 caused by the rolling motion of the vessel 10, 10". Further aspects of embodiments of the present invention concern techniques of how the underwater vehicle 20, 20' receives electrical energy and communicates with the vessel 10, 10". Generally speaking, these functions are provided by an interface apparatus 50A cooperating with an interface module 50B.

The interface apparatus 50A is part of or connectable to the vessel 10, 10', while the interface module 50B is part of the underwater vehicle 20, 20'. Figs. 3A - 3E show examples of how this general configuration may be implemented in some embodiments.

The example of Fig. 3A is based on the gondola configuration shown in Fig. 1A.

The interface apparatus SOA is built into the shielding structure 24 in a way that the interface apparatus S0A is close to, or even slightly extends into, the compartment formed by the shielding structure 24. The interface module 50B is built into the underwater vehicle 20 in a way that, when the underwater vehicle 20 is in its docking position 22, the interface module 50B rests close to, or even abuts against, the interface apparatus 50A.

In a way that will be explained in more detail below, the close proximity between the interface apparatus SOA and the interface module 50B when the underwater vehicle 20 is in its docking position 22 may facilitate both wireless transfer of electrical energy and data communication, such as wireless high-speed data communication.

The examples shown in Figs. 3B and 3C implement the same general configuration of the interface apparatus 50A and the interface module SOB as described above, but are based on the configurations of Figs. 1B and IC, respectively.

Figs. 3D and 3E show further examples in which the interface apparatus 50A is not part of a vessel, but is instead connected to a tether 52 or umbilical 52'. In the embodiment shown in Fig. 3D, the tether 52 is directly connected to the interface apparatus 50A.

In the example shown in Fig. 3E, the interface apparatus 50A is part of a tether management system 54 to which the umbilical 52' is connected.

For example, the tether management system 54 may comprise a spool to wind and unwind the umbilical 52', and/or controllable hydrodynamic elements to steer the tether management system 54 through the water.

The tether 52 or umbilical 52' shown in Figs. 3D and 3E links the interface apparatus SOA to any kind of vessel, or to another device such as a buoy, drill rig, or underwater structure.

The vessel may or may not be of the kinds described above.

For example, the vessel may or may not have a shielding structure (such as shielding structure 24 described above) that provides a docking position for the underwater vehicle 20. In some embodiments, the tether 52 or umbilical 52' extends through a bottom of a hull of a vessel, as shown for tether 18 and vessel 10' in Fig. 1B.

However, in other embodiments the tether 52 or umbilical 52' may be routed in any other way, such as via a deflection sheave mounted to a crane or frame that can be extended over the side of the vessel.

This arrangement is known as such from conventional launch and recovery systems (LARS). However, in contrast to the known systems, the tether 52 or umbilical 52' does not extend to the underwater vehicle 20, nor is there a further tether extending between the tether management system 54 and the underwater vehicle 20. Fig. 4 schematically shows components of the interface apparatus SOA and the underwater vehicle 20 with its interface module 50B.

The interface apparatus SOA comprises a wireless energy transmission unit 56A, a first data communication unit S8A and a second data communication unit 60. The interface module 50B comprises a wireless energy receiving unit 56B adapted to receive electrical energy from the wireless energy transmission unit S6A of the interface apparatus 50A.

In the presently described embodiments, the first data communication unit S8A of the interface apparatus 50A 1s adapted for wireless data communication, and the interface module SOB comprises a matching wireless data communication unit 58B for communicating data between the underwater vehicle 20 and the interface apparatus SOA.

The second data communication unit 60 of the interface apparatus 50A is adapted for data communication between the interface apparatus SOA and the vessel 10, 10". Any available technology may be used for the data communication between the second data communication unit 60 and an on-board computer of the vessel 10, 10', such as, without limitation, via an electrical or optical cable integrated into the tether 52.

In some embodiments, one or more further data communication units 62A, 62B, 64, 66 may be provided in the interface apparatus 50A and/or the interface module 50B. These further data communication units may be matching ones in that they are provide a data communication path between each other (as exemplified by data communication units 62A, 62B shown in Fig. 4), or they may be intended to communicate with further entities, such as the vessel 10, 10’, further underwater implements, or other units. The interface apparatus SOA and the interface module 50B further comprise mechanical connection units 68 A and 68B that are adapted to engage and disengage to mechanically link the interface apparatus 50A and the interface module 50B to each other when the underwater vehicle 20 is docked. The mechanical connection units 68A and 68B also provide a defined physical alignment between the interface apparatus 50A and the interface module 50B, which may facilitate the wireless energy transmission and/or wireless data communication functions. The mechanical connection units 68A, 68B may comprise, in some embodiments, physical coupling units such as gripping components, and/or magnetic elements such as electromagnets. The mechanical connection units 68A and 68B may use components that are known as such in the art, such as mechanical grip components (latches) as they are used in conventional snubber heads of a LARS. In the presently described embodiments, the interface module SOB is configured as a single rotationally symmetrical module that is part of the underwater vehicle 20. The interface apparatus SOA may also be configured as a single rotationally symmetrical module. As described above, in some embodiments the interface apparatus SOA and/or the interface module 50B may be disc shaped, with suitable alignment features, such as conical alignment features. In further embodiments, one of the interface apparatus S0A and the interface module 50B may be shaped as a truncated cone, and the other one may be shaped with a matching conical depression.

Embodiments are also envisaged in which the interface apparatus 50A is not a single module, but some of the components of the interface apparatus 50A are arranged externally. For example, the wireless energy transmission unit 56A, the first data communication unit S8A and the mechanical connection units 68A of the interface apparatus SOA may be integrated into a single module, while the second data communication unit 60 may be arranged externally, such as in the tether management system 54 (in the configuration shown in Fig. 3D) or in the shielding structure 24 (in the configuration shown in Figs. 3A and 3B).

The interface apparatus 50A is adapted for establishing a data communication path 70 between the underwater vehicle 20 and the entity (such as the vessel 10, 10") to which the tether 52 or umbilical 52' is connected. In the presently described embodiments, the data communication path 70 runs via the wireless data communication unit S8B, the first data communication unit S8A, the second data communication unit 60, and an electrical or optical cable in the tether 52, as represented by a dotted line in Fig. 4. In particular, the data communication path 70 comprises a wireless portion between the wireless data communication unit 58B and the first data communication unit 58 A. This represents a clear distinction vis-a-vis known underwater vehicles which rely on a tether and/or umbilical for data communication.

Further components of the underwater vehicle 20 shown in Fig. 4 include, but are not limited to, a controller 72, a rechargeable battery 74, and a propulsion and steering system 76.

Fig. Sis a schematic figure that illustrates the interface module 50B, depicting certain components that face the interface apparatus 50A when the interface module 50B and the interface apparatus SOA are engaged with each other. A corresponding view of the interface apparatus SOA would look approximately the same.

The interface module 50B may generally have a rotationally symmetrical shape about a middle rotational axis that is perpendicular to the drawing plane of Fig. 5. In the presently described embodiment, the interface module SOB has substantially the shape of a circular disc, with the wireless data communication unit 58B arranged approximately in the center thereof.

The mechanical connection units 68A may be arranged along the periphery of the disk.

There may be additional guidance and/or alignment elements, such as frustoconical protrusions with mating depressions, to facilitate exact alignment of the interface apparatus 50A with the interface module 50B, especially in the region of the wireless data communication unit 58B.

The wireless energy receiving unit 56B comprises a secondary (i.e. receiving) induction element 78B, which is shown in Fig. 5 as having an annular shape and surrounding the wireless data communication unit 58B.

In many embodiments, the wireless energy transfer from module 56A to module 56B uses magnetic field coupling, generally by electromagnetic induction.

Magnetic resonance can be exploited to increase the possible transfer distance.

Fig. 6 shows an example configuration in which a power supply 80 supplies power to an inverter 82. The power supply 80 in turn receives its required power via the tether 52 or umbilical 52' (in embodiments in which there is a tether 52 or umbilical 52', as in Figs. 3D and 3E), or via a cable from a power installation of the vessel 10, 10' (in embodiments in which there is no tether 52 or umbilical 52', as in Fig. 3A - 3C), or from an external battery.

The inverter 82 may be a switching circuit with a number of electronic switching elements in a bridge arrangement.

An electromagnetic coupler 84 has a primary side with a primary coil 86A and a primary induction element 78A, as well as a secondary side with a secondary coil 86B and the secondary induction element 78B already shown in Fig. 5. The secondary coil 86B is connected to a rectifier 88, and the rectifier 88 is in turn connected to a power conditioner 90. In some embodiments, the electromagnetic coupler 84 is of a rotationally symmetric shape with primary and secondary induction elements 78A, 78B being formed by pot cores.

The center of the electromagnetic coupler 84 may be clear for the optical or wireless signal to pass through.

In these configurations, a mechanical alignment of the interface apparatus 50A and the interface module 50B ensures proper functional alignment of the electromagnetic coupler 84 and the optical or wireless communication elements.

In operation, the inverter 82 generates a high-frequency alternating voltage that is supplied to the primary coil 86A.

The alternating current in the primary coil 86A generates an alternating magnetic flux in the induction elements 78A, 78B, which are arranged to form a magnetic core. The alternating magnetic flux induces a corresponding alternating voltage at the terminals of the secondary coil 78B, which is rectified by the rectifier 88 to deliver pulsed power to the power conditioner 90. The power conditioner 90 filters and regulates the power, and supplies it to the controller 72 and the battery 74 for charging the battery 74 when the underwater vehicle 20, 20' attached to the interface apparatus S0A. In embodiments which use magnetic resonance power transmission, a resonant capacitor 92 is connected between the secondary coil 86B and the rectifier 88. The secondary coil 86B and the resonant capacitor 92 together form an LC resonance circuit. In some embodiments, a further resonant capacitor (not shown in Fig. 6) may be connected between the inverter 82 and the primary coil 86A to from an LC resonance circuit also at the primary side.

As described above, the first data communication unit S58 A of the interface apparatus S0A and the wireless data communication unit 58B of the interface module 50B facilitate wireless data exchange between each other, as part of a data communication path 70 that ultimately allows data communication between the underwater vehicle 20, 20' on one side, and a vessel 10, 10' or another entity on the other side. Any single technique or combination of techniques for wireless data communication can be used. It is also possible to use different communication techniques under different conditions, such as a first communication technique for fast and short-distance communication and a second communication technique for slower but longer-distance communication.

As a first example, some embodiments make use of optical data communication via a path that includes at least a certain distance through open water. This does not exclude the possibility that, in addition to the at least one open water portion, the path may have further portions running through at least another optically transparent medium, such as air or clear plastic or glass. However, an optical data communication that exclusively uses a glass or plastic waveguide as the optically transparent medium would not be called a "wireless" optical data communication in the presently used terminology. Optical data communication generally allows the fast transmission of large amounts of data, but the maximum distance running through the open water portion is limited, for example to at most 1 m or to at most 10 cm or even to at most 1 cm. As a second example, the use of acoustic data communication is well known for marine applications. A third example would be to use radio-frequency electromagnetic waves for wireless data communication. The usable technologies and frequency ranges depend on the distance between the transmitter and the receiver through open water. For very short distances, high-speed radio data communication is possible, such as by using known WLAN technologies. For longer distances, only low-frequency radio communication is possible, which has low maximum data communication rates.

As a fourth example, wired data communication via electrical contacts is used in some embodiments when the underwater vehicle 20, 20' is linked to the interface apparatus 50A. Electrical contacts could also be used for power transfer if sufficient insulation between the terminals can be achieved when the vehicle 20, 20' is docked.

Fig. 7 illustrates an embodiment in which the first data communication unit S8A and the wireless data communication unit 58B use both optical and acoustic wireless data communication. For this purpose, the first data communication unit S8A of the interface apparatus SOA comprises an optical data communication unit 94A, an acoustic data communication unit 96A, and a controller 98 A that coordinates operation of both data communication units 94A, 96A and serves for the coding and encoding of data and for error processing. Correspondingly, the wireless data communication unit S8B of the interface module 50B comprises an optical data communication unit 94B, an acoustic data communication unit 96B, and a controller 98B.

The optical data communication units 94A, 94B each comprise a mechanically robust and optically transparent window 100A, 100B, which may be formed of sapphire glass with a bandpass coating. A light emitter 102A, 102B such as a laser diode serves as the sender, and a light detector 104A, 104B such as a photodiode serves as the receiver. An optical diffuser 106A, 106B such as a holographic diffuser is arranged in front of the light emitter 102A, 102B to obtain a wide field of view and allow data communication even if there is a slight mechanical displacement between the light emitter 102A, 102B and its respectively associated light detector 104B, 104A. For the same reason, a ball lens 108A, 108B is arranged in front of the light detector 104A, 104B. Electronic circuitry 110A, 110B serves to drive the light emitter 102A, 102B, and to amplify and filter signals produced by the light detector 104A, 104B. In another embodiment, a bidirectional communication fiber can be used, together with beam expanders to couple the light beams across the interfaces.

The acoustic data communication units 96A, 96B each comprise an acoustic transducer 112A, 112B and an underwater microphone 114A, 114B. Again, electronic circuitry 116A, 116B serves for signal processing, amplification and detection.

In operation, the controllers 98A, 98B send and receive data to be transmitted via the portion of the data communication path 70 that extends between the first data communication unit 58 A and the second data communication unit 58B. The controllers 98A, 98B process the data according to the communication protocol(s) used, and select one of the optical data communication units 94A, 94B and the acoustic data communication units 96A, 96B for data transmission. The selection depends on environmental conditions, such as the distance between the first data communication unit 58A and the second data communication unit 58B, or in some embodiments whether or not the underwater vehicle 20, 20' is docked to the vessel 10, 10".

In alternative embodiments, other communication techniques are used instead of optical and acoustic data communication, such as short range (i.e., high frequency) radio communication when the underwater vehicle 20, 20' is docked, and long range (i.e., low frequency) radio communication when the underwater vehicle 20, 20' is not docked. Furthermore, additional communication techniques and communication paths may be used by the further data communication units 62A, 62B, 64, 66 shown in Figs. 4 and 5. Fig. 7 shows the alternative use of two data communication techniques. However, Fig. 7 is also intended to illustrate embodiments which the first data communication unit 58A and the second data communication unit 58B only use optical data communication (then the acoustic data communication units 96A, 96B are omitted), as well as embodiments in which the first data communication unit 58A and the second data communication unit 58B only use acoustic data communication (then the optical data communication units 594A, 94B are omitted). The particulars contained in the above description of sample embodiments should not be construed as limitations of the scope of the invention, but rather as exemplifications of some embodiments thereof.

Many variations are possible and are immediately apparent to persons skilled in the arts.

In particular, this concerns variations that comprise a combination of features of the individual embodiments disclosed in the present specification.

Accordingly, the scope of the invention should be determined not by the embodiments illustrated, but by the appended claims and their legal equivalents.

LIST OF REFERENCE SIGNS 10, 10' vessel (10: no tether to underwater vehicle; 10': tethered to underwater vehicle) 12 hull (of vessel 10, 10") 13 design waterline (of hull 12) 14 bottom (of hull 12) 16 winch 18 tether 20,20 underwater vehicle (20: untethered; 20": tethered) 22 docking position 24 shielding structure 26 connecting portion 28 top portion (of shielding structure 24) 30 fore facing hydrodynamic portion (of shielding structure 24) 32 aft facing hydrodynamic portion (of shielding structure 24) 34, 36 side portions (of shielding structure 24) 38, 40 bottom portions (of shielding structure 24) S0A interface apparatus (part of or connectable to vessel 10, 10") 50B interface module (of underwater vehicle 20, 20") 52 tether 52 umbilical 54 tether management system 56A wireless energy transmission unit (of interface apparatus S0A) 56B wireless energy receiving unit (of interface module 50B) 58A first data communication unit (of interface apparatus 50A) 58B wireless data communication unit (of interface module S0B) 60 second data communication unit (of interface apparatus S0A) 62A, 62B, 64, 66 further data communication units 68A,68B mechanical connection units 70 data communication path 72 controller 74 battery 76 propulsion and steering system

78A, 78B induction element 80 power supply 82 inverter 84 electromagnetic coupler 86A primary coil 86B secondary coil 88 rectifier 90 power conditioner 92 resonant capacitor 94A,94B optical data communication unit 96A, 96B acoustic data communication unit 98A,98B controller 100A, 100B window 102A, 102B light emitter 104A, 104B light detector 106A, 106B optical diffuser 108A, 108B ball lens 110A, 110B electronic circuitry (of the optical data communication unit 94A, 94B) 112A, 112B acoustic transducer 114A, 114B microphone 116A, 116B electronic circuitry (of the acoustic data communication unit 96A, 96B)

Claims

An interface device (50A) connectable to, or to a portion of, a vessel (10, 10) for interfacing with a submersible vehicle (20, 20", the interface device (50A) comprising: a wireless energy transfer unit (56A), adapted for transferring electrical energy to the underwater vehicle (20, 20", first data communication unit (58A), adapted for wireless data communication between the interface device (50A) and the underwater vehicle (20, 20", and a second data communication unit (60), adapted for data communication between the interface device (50A) and the vessel (20, 20", the interface device (50A) being adapted for establishing a data communication path (70) between the vessel (10, 10") and the submersible vehicle (20, 20" via the first data communication unit (58A) and the second data communication unit (60).

The interface device (50A) of claim 1, wherein the interface device (504) supports a first mode of communication in which the first data communication unit (58A) performs optical data communication with the submersible vehicle (20, 20" when the submersible vehicle ( 20, 20" is coupled to the vessel (10, 10".

The interface device (50A) of claim 2, wherein the interface device (504) further supports a second mode of communication in which the first data communication unit (58A) performs acoustic data communication with the submersible vehicle (20, 20" when the submersible vehicle is used). (20.20" is uncoupled from the vessel (10.10%.

The interface device (50A) of claim 1, further comprising a third communication unit (62A) for wired data communication between the interface device (50A) and the submersible vehicle 20, 20) when the submersible vehicle (20, 20") ) is linked to the vessel (10, 10.

An interface device (50A) according to any one of claims 1-4, adapted to be connected to the vessel (10, 10") by a flexible conduit (52).

The interface device (50A) of claim 5, wherein the second data communication unit (60) is adapted for wired data communication via the flexible conduit (52).

An interface device (50A) according to any one of claims 1-6, wherein the wireless energy transfer unit (56A) and the first data communication unit (58A) are integrated into a single module having a rotationally symmetrical shape.

A submersible vehicle (20, 20%) adapted to interface with an interface device (50A) external to the submersible vehicle (20, 20"), the submersible vehicle (20, 20") comprising: a wireless energy receiving unit (56B) configured to receive electrical energy from the interface device (50A), and a wireless data communication unit (58B) configured to communicate data between the submersible vehicle (20, 20" and the interface device (50A), wherein the wireless energy receiving unit (56B) and the wireless data communication unit (58B) are integrated into a single module having a rotationally symmetrical shape.

The underwater vehicle (20, 20" of claim 8, wherein the wireless data communication unit (58B) is adapted for optical data communication.

The underwater vehicle (20, 20" of claim 8, wherein the wireless energy receiving unit (56B) comprises an induction element (78), the wireless data communication unit (58B) comprises an optical data communication unit (34B), and the inductive element (78) is arranged on at least two sides of the optical data communication unit (94B).

An underwater vehicle (20, 20") according to claim 9 or claim 10, further comprising a radio data communication unit and/or an acoustic data communication unit (96B).

The underwater vehicle (20, 20" of any one of claims 8-11, wherein the underwater vehicle (20, 20") is an unlined automatic underwater vehicle (20).

A vessel (10, 10") having a hull (12), the vessel (10, 10") providing a docking position (22) for a submersible vehicle (20, 20"), the docking position (22) being below a waterline (13) of the hull (12) is located by the design, and wherein the vessel (10, 10°) comprises a screening structure (24) which screens at least a portion of the submersible vehicle (20, 20") when it is underwater vehicle (20, 20") is located in the coupling position (24).

The vessel (10, 10" of claim 13, wherein the docking position (22) is located below a bottom (14) of the hull (12).

A vessel (10, 10" as claimed in claim 13 or claim 14, wherein the submersible vehicle (20, 20") comprises a forward facing side and a rearward facing side when the submersible vehicle (20, 20") is coupled to the vessel (10). , 10%, and 40 wherein the shield structure (24) covers at least 50% of the forward facing side.

The vessel (10, 10") of claim 15, wherein the shield structure (24) further covers at least 50% of the rearward facing side.

The vessel (10, 10") of any of claims 13-18, wherein the shield structure (24) has an open configuration and a closed configuration, the open configuration being adapted to receive the submersible vehicle (20, 20"). ) during a docking operation, and the closed configuration is adapted to cover at least a portion of the submersible vehicle (20, 20") during operation.

A vessel (10, 10") according to any one of claims 13-17, wherein a connecting portion (24) connects the shield structure (24) to the hull (12) at a keel line of the hull (12).

A vessel (10, 10" as claimed in any one of claims 13-18, wherein the vessel (10, 10") has a recess adapted to at least partially receive the submersible vehicle (20, 20" when the submersible vehicle ( 20, 20" is coupled to the vessel (10, 10°).

A vessel (10, 10") according to any one of claims 13-19, wherein the hull (12) has a bow side and a port side, and the docking position (24) is substantially midway between the bow side and the port side. .

A vessel (10, 10" according to any one of claims 13-20, wherein the vessel (10, 10) is a manned or unmanned boat.

The vessel (10, 10" of any one of claims 13-21, further comprising a winch (16) for deploying and hauling a line (18) to the submersible vehicle (20.

A vessel (10, 10" according to any one of claims 13-21, wherein the docking position (22) is adapted to be reached by a non-linear autonomous submersible vehicle (20).

A vessel (10, 10" according to any one of claims 13-23, wherein the shield structure (24) is connected to the vessel (10, 10") by means of a connecting portion (26) that is flexible or movable relative to the hull (12), so as to reduce lateral movement of the coupling position (22) caused by a roll movement of the vessel (10, 10".

A vessel (10, 10") according to any one of claims 13-24, wherein the connecting portion (26) is actively movable relative to the hull (12).

The vessel (10, 10") according to any one of claims 13-25, wherein the vessel (10, 10") further comprises an interface device (50A) according to any one of claims 1-12.

A vessel (10, 10") comprising a launch and retrieval system, wherein an interface device (50A) according to any one of claims 1-12 is connectable to, or to a portion of, the launch and retrieval system.

A method of data communication between vessel (10, 10") and an underwater vehicle (20, 20"), wherein the underwater vehicle (20, 20" is arranged (i) to be coupled to the vessel (10.10% in a docking position) (22), and (ij) operable decoupled from the submersible vehicle (10, 10", the method comprising: communicating data between the vessel (10, 10") and the submersible vehicle (20, 20" via an optical data communication channel or a first radio communication channel when the submersible vehicle (20, 20" is coupled to the vessel (10, 10%), and communicating data between the vessel (10, 10") and the submersible vehicle (20, 20" via an acoustic data communication channel or a second radio data communication channel which is different from the first radio communication channel when the submersible vehicle is uncoupled.