US20010003963A1 - Improved device for stabilising a ship, especially when rolling - Google Patents
Improved device for stabilising a ship, especially when rolling Download PDFInfo
- Publication number
- US20010003963A1 US20010003963A1 US09/739,196 US73919600A US2001003963A1 US 20010003963 A1 US20010003963 A1 US 20010003963A1 US 73919600 A US73919600 A US 73919600A US 2001003963 A1 US2001003963 A1 US 2001003963A1
- Authority
- US
- United States
- Prior art keywords
- cable
- train
- mobile
- jaws
- winch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
Definitions
- the present invention relates to stabilising high tonnage ships, such as aircraft carriers and, in particular, stabilisation when rolling, that is when listing.
- the stabilising elements are constituted of two sets or series of rollers 19 , rolling on a track constituted, for example, of two lateral rails 25 and 26 .
- a cable 4 driven by a motor 10 , through the intermediary of a drive drum 9 , makes it possible to displace the rollers 19 from one side to the other of the ship.
- a blocking system 34 using two jaws 37 , is placed between the two sets of rollers 19 , and controlled by cable 4 .
- the ensemble is immobilised by closing the jaws 34 against a central positioning rail 30 , placed longitudinally above the device. When the cable is not taut, the jaws 34 clamp the central positioning rail 30 .
- two lateral electric jacks 14 are also used to tighten the cable at its two ends, by the intermediary of a sheave 5 , fixed to the pin of the jack.
- Several such devices can be mounted in parallel in the holds of the same ship, as part of its deck structure.
- the blocking system used here in the central part of the assembly, that is in the middle of the two sets of rollers, requires an extremely secure link between the different mobile masses constituted by the rollers.
- the presence of the central blocking rail makes it necessary to envisage rollers 19 of restricted diameter, at least in their central part, to leave a space for the positioning rail 30 to pass through. Because of this, the mass of the assembly is reduced considerably, as well as the efficiency of the system.
- the aim of the invention is therefore to remedy these inconveniences, by proposing a different stabilising device for a ship.
- the main aim of the invention is a stabilising device for a ship, particularly when rolling, comprising:
- means for adjusting the tension of the cable in order to control the means of immobilisation comprising two mobile sheaves to adjust the tension of the cable.
- the means of adjustment also possess a fixed sheave placed on one side of the device, the two mobile sheaves being controlled by a single jack and placed on the other side of the device, opposite the fixed sheave, with the drive means and the jack.
- the two mobile sheaves are linked to each other in an elastic fashion, the cable passing around these two mobile sheaves, the drive means being constituted of a winch placed between these two mobile sheaves and around whose drum the cable is rolled.
- the two strands of cable are fixed in inverse fashion on the winch, around which they roll and unroll, thus alternately and simultaneously.
- the jack is a hydraulic jack.
- the means of immobilisation essentially comprise a pair of jaws, each pair being controlled by one end of the cable, the jaws of each pair being kept apart from each other by elastic means to come to bear on the lateral rails, their opening being controlled by tension of the cable on these two ends.
- each winch means for temporary coupling of the winch with an adjacent device so that, in the event of a breakdown, one of the winches can pull the other.
- the latter should by constituted of lead blocks quasi-parallelepiped in shape, mounted on small wheels rolling on the track.
- the track on which these mobile masses roll is constituted by the lower interior surface of the housing, which is installed transversally relative to the axis of the ship.
- FIG. 1 a bird's eye view of a stabilising device according to prior art
- FIG. 2 a global view, in cross-section, of the stabilising device according to the invention.
- FIG. 3 a top view, in cross-section, of a pair of jaws used in the means for immobilisation of the train of the stabilising device according to the invention.
- FIG. 4 a detailed view of the drive means and means for adjustment of the tension of the cable in the device according to the invention
- FIG. 5 a side view of the jaws shown in FIG. 4;
- FIG. 6 a cross-section, seen from the side, of one of the mobile masses of the train of a stabilising device according to the invention
- FIG. 7 a diagram of the rolling of the cable on the winch of a stabilising device according to the invention.
- FIG. 8 the winch of the stabilising device according to the invention.
- the stabilising system according to the invention is installed transversally in the ship, which is symbolised by its lateral walls 5 .
- a metallic housing 3 is thus set transversally on a deck of the ship or as a ceiling under a deck.
- the interior surface 7 of the lower wall 8 of the housing 3 serves as the track for the train of mobile mass, which is placed inside the housing.
- This train comprises several wagons each constituted of a lead mass 12 mounted on small wheels 13 which roll on the interior surface 7 of the lower wall 8 of the housing 3 . It is understood that the wagons constituted in this way are connected to each other by a coupling hook 15 placed between each of the lead masses 12 .
- each end of the train there is a pair of jaws 16 intended to immobilise the train by opening or closing and by bearing on the lateral walls of the housing 3 .
- These two pairs of jaws 16 thus constitute the means for immobilising the train in the housing 3 at a given point.
- the train is pulled by a cable 2 , which also controls the operation of the two pairs of jaws 16 . It is rolled up, in the right part, on a fixed sheave 17 secured to the hull of the ship, for example to the lateral wall 5 . On its left side, the cable 2 passes into a control assembly, comprising a winch 20 placed between two mobile sheaves 21 .
- the winch 20 makes it possible to control the movements of the train by pulling the cable 2 in one direction or the other.
- the two mobile sheaves 21 control the tension of the cable 2 , thus making it possible to operate the two pairs of jaws 16 .
- the details of this control assembly are explained later in FIG. 4.
- FIG. 3 makes it possible to see how the cable 2 , a pair of jaws 16 and the train are fixed relative to each other.
- the end of the cable 2 is fixed directly onto a jaw control part 22 by means of a shoulder 23 constituting a connection to a gripping tool, in the event that the cable 2 should break.
- Two jaws 24 are mounted so as to pivot, each around a vertical axis 26 , fixed relative to the lead weight 12 at the end of the train.
- a powerful spring 27 keeps the two jaws 24 permanently apart so that each of them presses against the lateral internal wall 39 of the housing.
- the lead masses 12 are coupled to each other by a coupling hook 15 , which can advantageously be constituted of two slightly swivel heads 29 , each inserted into a coupling cavity 30 in the lead mass 12 .
- the jaws 24 can act on the lateral interior surface 28 of the lateral walls of the housing, in the case where the latter are each advantageously constituted of a section in I shape, of the IPN type and whose height corresponds to the internal height of the housing in which the train is set.
- IPN 35 sections each possess two concave parts one of which corresponds to the interior lateral surface 28 .
- the latter is comprised of three parts, one vertical part 28 A and two inclined parts 28 B at the top and at the bottom of the I.
- each jaw 24 has three surfaces, one vertical surface 26 A and two inclined surfaces 26 B placed on either side of the vertical surface 26 A and forming an external surface corresponding to the internal concave surface 28 of the IPN 35 section.
- each jaw 24 has a maximum effect since a maximum external surface 26 acts on the lateral internal surface 28 of the housing.
- FIG. 5 In FIG. 5, four connecting rods 32 are also shown, two for each jaw 24 . Their rotation axis relative to the control part 22 of FIG. 3, is symbolised by a straight line of dots and dashes 33 .
- each lead mass 12 is a parallelepiped.
- the dimensions of each lead mass 12 correspond to the dimensions of the interior volume of the housing 3 , defined principally by the lower interior surfaces 7 and the upper interior surfaces 34 and by the interior surfaces 28 of the IPN 35 sections.
- a maximum of the internal volume of the housing 3 is occupied by the lead masses 12 , which constitutes a gain in weight compared to the system described in the patent application FR-2 687 978 and mentioned in the paragraph describing prior art.
- the presence of a central rail, reference 30 reduces significantly the space available for the mobile masses.
- the fixation of such a rail 30 taking into account the special specifications of the steel of which it is made, poses technological problems, in particular welding capacity, and its reduced size, because of tightening efforts, produces significant strain levels.
- FIG. 4 represents in detail the control assembly of cable 2 .
- the end of the train, and more precisely, the last lead mass 12 can be seen, equipped with a pair of jaws 16 and its support 22 as well as the shoulder 23 , to which the first cable strand 2 A is fixed.
- the latter passes around a first sheave 21 A, mounted mobile in horizontal translation on a first translation cart 36 A, mounted rolling on a floor of the ship.
- the second cable strand 2 B passes underneath the train and ends up on the other side. It passes around a second mobile sheave 21 B, mounted on a second translation chariot 36 B, also mounted to roll on a floor of the ship.
- the two translation carts 36 A and 36 B are linked together in an elastic fashion by means of a first spring 38 A. However, one of them, in this case the second cart 38 B, is itself linked elastically to the mobile rod 41 of a fixed hydraulic jack 40 .
- the two strands 2 A and 2 B are rolled up on the winch drum 20 A, between its passage over the first mobile sheave 21 A and its passage over the second mobile sheave 21 B.
- the winch 20 A it must be set in such a way that the cable 2 passes around these two mobile sheaves 21 A and 21 B, over more than a quarter of a turn, in opposition to the pull due to the fixation of the two strands 2 A and 2 B of the cable 2 to the train of lead masses.
- the hydraulic jack is controlled by an opening valve through lack of current, such as a three-way control valve 42 .
- the release of the two strands 2 A and 2 B of the cable is provoked by the opening of the valve from lack of current, which raises the overall reliability of the system, compared to a tensioner using an electric jack and thus requiring an electricity supply for the release of the two strands 2 A and 2 B of the cable.
- the tension of the cable 2 that is to say the freeing of the train, is carried out by activating the hydraulic jack 40 through the action of the valve 42 .
- the use of a hydraulic jack 40 also makes it possible to reduce the mass of the means of control compared with that described in the device of the patent application 2 687 978, described above.
- the bearing force generated by the hydraulic jack 40 is independent of the position of the mobile rod 41 of the latter and only depends on the pressure used and the cross-section of the jack piston, which is constant.
- a manometer 48 makes it possible to monitor the tension forces of the two cable strands directly.
- the assembly of control organs for cable 2 both in displacement and in tension, is situated on a single side of the train, that is to say on one side of the ship.
- the only element belonging to the device on the other side is the fixed sheave, reference 17 in FIG. 2.
- FIG. 4 marked in dots and dashes, a second control assembly is shown, identical to that in solid lines.
- This concerns a control assembly of a stabilising device identical to that described above and placed next to it.
- several examples of the stabilising device according to the invention must be used.
- four or five stabilising devices according to the invention should be set in the fore and four or five stabilising devices in the aft of the ship. It is to be noted that such a stabilising arrangement can thus displace ten lead masses 12 , each weighing about two tons. By using ten stabilising devices according to the invention, one thus has at one's disposal two hundred tons for stabilisation on a single ship.
- each of the two strands 2 A and 2 B of the cable roll around one part of the peripheral surface of the winch 20 .
- each end 43 of each strand 2 A and 2 B is fixed on the winch, for example by means of a bolt 44 and a baffle 45 gripping the end 43 of a cable strand.
- the surface of the cylindrical periphery of the winch 20 is reserved for rolling up each of the two strands 2 A and 2 B of the cable.
- FIG. 8 shows the advantageous presence of two grooves 46 each intended to receive a strand 2 A or 2 B of the cable.
- the groove 46 is common to the two strands 2 A and 2 B.
- one of the two strands 2 A rolls up while the other 2 B unrolls, or the reverse, the length of the groove 46 used being almost constant.
- the unrolling of a strand 2 A leaves place for the rolling up of the other strand 2 B of the cable.
- the parallelepiped shape of the mobile lead masses 12 makes it possible to optimise the volume of the tunnel constituted by the housing 3 . Thus, one gains space and therefore weight, by using such mobile masses. The efficiency of the device is thus raised.
- recuperation of the train is relatively easy, thanks to the shoulder 23 , between each strand 2 A and 2 B and the jaw support 22 .
- coupling hooks 15 of the swivel type or similar allows a certain freedom of movement between the lead masses 12 , particularly at an angle.
- the use of a system with two mobile sheaves, constituting a double stage tensioner, provided with a single hydraulic jack 40 makes it possible to tighten the two cable strands 2 A and 2 B without servo-control of position and to release them without any energy supply.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Laying Of Electric Cables Or Lines Outside (AREA)
- Ropes Or Cables (AREA)
Abstract
Description
- The present invention relates to stabilising high tonnage ships, such as aircraft carriers and, in particular, stabilisation when rolling, that is when listing.
- Previous State of the Art and the Problem to be Solved
- Through the
French patent application 2 687 978, filed by the same applicant, a device for stabilising a ship is known, especially when rolling, using a track on which a train of solid ballast circulates. In fact, referring to FIG. 1 of this document, the stabilising elements are constituted of two sets or series ofrollers 19, rolling on a track constituted, for example, of twolateral rails cable 4, driven by amotor 10, through the intermediary of adrive drum 9, makes it possible to displace therollers 19 from one side to the other of the ship. Ablocking system 34, using twojaws 37, is placed between the two sets ofrollers 19, and controlled bycable 4. The ensemble is immobilised by closing thejaws 34 against acentral positioning rail 30, placed longitudinally above the device. When the cable is not taut, thejaws 34 clamp thecentral positioning rail 30. In this device, two lateralelectric jacks 14 are also used to tighten the cable at its two ends, by the intermediary of asheave 5, fixed to the pin of the jack. Several such devices can be mounted in parallel in the holds of the same ship, as part of its deck structure. - It is easy to understand that, when the cable is taut, the two
clamping jaws 37 separate from each other to free the device relative to thecentral positioning rail 30. The set ofrollers 19 can then be displaced by traction ofcable 4, from one side or the other. Suppression of tension, voluntary or provoked by rupture of a strand of thecable 4, automatically blocks theclamping jaws 37 against thecentral positioning rail 30, in the closest position. - The blocking system used here, in the central part of the assembly, that is in the middle of the two sets of rollers, requires an extremely secure link between the different mobile masses constituted by the rollers. In the same way, the presence of the central blocking rail makes it necessary to envisage
rollers 19 of restricted diameter, at least in their central part, to leave a space for the positioningrail 30 to pass through. Because of this, the mass of the assembly is reduced considerably, as well as the efficiency of the system. - In addition, the presence of two
electric jacks 14 and their respectivemobile sheaves 5 on each side of the system, penalises the system because of their overall dimensions. - The aim of the invention is therefore to remedy these inconveniences, by proposing a different stabilising device for a ship.
- To this end, the main aim of the invention is a stabilising device for a ship, particularly when rolling, comprising:
- a train with a mobile mass rolling on a track;
- means for immobilising the train;
- a cable for traction of the train and for controlling the means of immobilisation;
- a drive means for actuating the cable, and;
- means for adjusting the tension of the cable in order to control the means of immobilisation, comprising two mobile sheaves to adjust the tension of the cable.
- According to the main characteristic of the invention, the means of adjustment also possess a fixed sheave placed on one side of the device, the two mobile sheaves being controlled by a single jack and placed on the other side of the device, opposite the fixed sheave, with the drive means and the jack.
- In the preferred embodiment of the means of adjustment, the two mobile sheaves are linked to each other in an elastic fashion, the cable passing around these two mobile sheaves, the drive means being constituted of a winch placed between these two mobile sheaves and around whose drum the cable is rolled.
- Advantageously the two strands of cable are fixed in inverse fashion on the winch, around which they roll and unroll, thus alternately and simultaneously.
- Preferably, the jack is a hydraulic jack.
- In the main embodiment of the invention, it is linked in an elastic fashion to one of the two mobile sheaves.
- Advantageously it can be controlled by a solenoid valve.
- In the case where means for guiding the train laterally are envisaged, that is with two lateral rails, the means of immobilisation essentially comprise a pair of jaws, each pair being controlled by one end of the cable, the jaws of each pair being kept apart from each other by elastic means to come to bear on the lateral rails, their opening being controlled by tension of the cable on these two ends.
- In the latter case and when the lateral rails have a standardised I section (IPN), defining two concave parts with three internal surfaces, it is envisaged that the two jaws of each pair of jaws should have three friction surfaces bearing on the three internal surfaces of this winch.
- In the case where several stabilising devices are used on the same ship, it is preferable to envisage, on each winch, means for temporary coupling of the winch with an adjacent device so that, in the event of a breakdown, one of the winches can pull the other.
- Advantageously, with the aim of raising the efficiency of the device and, in particular, to optimise the compensation torque provided by the train of mobile mass, the latter should by constituted of lead blocks quasi-parallelepiped in shape, mounted on small wheels rolling on the track.
- When the train has to be enclosed in a metallic housing, as imposed by certain requirements concerning high tonnage ships, the track on which these mobile masses roll is constituted by the lower interior surface of the housing, which is installed transversally relative to the axis of the ship.
- The invention and its different technical characteristics will be better understood by reading the text below, which is accompanied by several figures representing, respectively:
- FIG. 1, a bird's eye view of a stabilising device according to prior art;
- FIG. 2, a global view, in cross-section, of the stabilising device according to the invention;
- FIG. 3, a top view, in cross-section, of a pair of jaws used in the means for immobilisation of the train of the stabilising device according to the invention.
- FIG. 4, a detailed view of the drive means and means for adjustment of the tension of the cable in the device according to the invention;
- FIG. 5, a side view of the jaws shown in FIG. 4;
- FIG. 6, a cross-section, seen from the side, of one of the mobile masses of the train of a stabilising device according to the invention;
- FIG. 7, a diagram of the rolling of the cable on the winch of a stabilising device according to the invention;
- FIG. 8, the winch of the stabilising device according to the invention.
- With reference to FIG. 2, the stabilising system according to the invention is installed transversally in the ship, which is symbolised by its
lateral walls 5. A metallic housing 3 is thus set transversally on a deck of the ship or as a ceiling under a deck. The interior surface 7 of thelower wall 8 of the housing 3 serves as the track for the train of mobile mass, which is placed inside the housing. This train comprises several wagons each constituted of alead mass 12 mounted onsmall wheels 13 which roll on the interior surface 7 of thelower wall 8 of the housing 3. It is understood that the wagons constituted in this way are connected to each other by acoupling hook 15 placed between each of thelead masses 12. At each end of the train there is a pair ofjaws 16 intended to immobilise the train by opening or closing and by bearing on the lateral walls of the housing 3. These two pairs ofjaws 16 thus constitute the means for immobilising the train in the housing 3 at a given point. The fact that two pairs ofjaws 16 are used, one at each end of the train, balances these means of immobilisation and provides them with an additional character constituting an extra security, in the case where one of the two pairs ofjaws 16 should fail. - The train is pulled by a
cable 2, which also controls the operation of the two pairs ofjaws 16. It is rolled up, in the right part, on afixed sheave 17 secured to the hull of the ship, for example to thelateral wall 5. On its left side, thecable 2 passes into a control assembly, comprising awinch 20 placed between twomobile sheaves 21. Thewinch 20 makes it possible to control the movements of the train by pulling thecable 2 in one direction or the other. The twomobile sheaves 21 control the tension of thecable 2, thus making it possible to operate the two pairs ofjaws 16. The details of this control assembly are explained later in FIG. 4. - FIG. 3 makes it possible to see how the
cable 2, a pair ofjaws 16 and the train are fixed relative to each other. The end of thecable 2 is fixed directly onto ajaw control part 22 by means of ashoulder 23 constituting a connection to a gripping tool, in the event that thecable 2 should break. Twojaws 24 are mounted so as to pivot, each around avertical axis 26, fixed relative to thelead weight 12 at the end of the train. Apowerful spring 27 keeps the twojaws 24 permanently apart so that each of them presses against the lateralinternal wall 39 of the housing. Thelead masses 12 are coupled to each other by acoupling hook 15, which can advantageously be constituted of two slightly swivel heads 29, each inserted into acoupling cavity 30 in thelead mass 12. - On the other hand, when the two
mobile sheaves 21 of FIG. 2 act simultaneously to vary the tension of the cable, that is to say act by traction on the two ends of the two strands of thecable 2, a traction effort is then exercised on each of the pairs ofjaws 16. In fact, if the cable pulls in a balanced way on the two ends of the train, the latter will remain immobile, while thejaw control parts 22 will apply a traction on the two jaws of asame pair 24 through the intermediary of two connectingrods 32. Thus, the latter will be brought closer together by compression of thespring 27 and the winch can then fulfil its function of control of the movement of the train by pulling one of the twocable strands 2. - When the
winch 20 pulls thecable 2, which exerts a traction on one train side, the latter is pulled to move by rolling inside the housing 3. Thus, the ensemble oflead masses 12 is moved from one place to another, to obtain the transversal stabilising effect of the ship. - In reference to FIG. 5, one understands better how the
jaws 24 can act on the lateralinterior surface 28 of the lateral walls of the housing, in the case where the latter are each advantageously constituted of a section in I shape, of the IPN type and whose height corresponds to the internal height of the housing in which the train is set.IPN 35 sections each possess two concave parts one of which corresponds to the interiorlateral surface 28. The latter is comprised of three parts, onevertical part 28A and twoinclined parts 28B at the top and at the bottom of the I. Correspondingly, eachjaw 24 has three surfaces, onevertical surface 26A and two inclined surfaces 26B placed on either side of thevertical surface 26A and forming an external surface corresponding to the internalconcave surface 28 of theIPN 35 section. Thus, eachjaw 24 has a maximum effect since a maximumexternal surface 26 acts on the lateralinternal surface 28 of the housing. - In FIG. 5, four connecting
rods 32 are also shown, two for eachjaw 24. Their rotation axis relative to thecontrol part 22 of FIG. 3, is symbolised by a straight line of dots and dashes 33. - In reference, together with FIGS. 3 and 6, it can be noted that the shape of each
lead mass 12 is a parallelepiped. Above all, it is to be noted that the dimensions of eachlead mass 12 correspond to the dimensions of the interior volume of the housing 3, defined principally by the lower interior surfaces 7 and the upper interior surfaces 34 and by the interior surfaces 28 of theIPN 35 sections. As a result, a maximum of the internal volume of the housing 3 is occupied by thelead masses 12, which constitutes a gain in weight compared to the system described in the patent application FR-2 687 978 and mentioned in the paragraph describing prior art. In fact, the presence of a central rail,reference 30, reduces significantly the space available for the mobile masses. The fixation of such arail 30, taking into account the special specifications of the steel of which it is made, poses technological problems, in particular welding capacity, and its reduced size, because of tightening efforts, produces significant strain levels. - In FIG. 6, it can be noted that the
wheels 13 of eachmobile mass 12 rest on the lowerinclined wall 28A of the concaveinterior surface 28 of theIPN 35 sections, which contributes to centring naturally the mobile masses in the housing. Finally, it is to be noted that thecable 2 is lodged below thelead masses 12 and above the lower interior surface 7 of the housing. - FIG. 4 represents in detail the control assembly of
cable 2. The end of the train, and more precisely, thelast lead mass 12 can be seen, equipped with a pair ofjaws 16 and itssupport 22 as well as theshoulder 23, to which thefirst cable strand 2A is fixed. The latter passes around afirst sheave 21A, mounted mobile in horizontal translation on afirst translation cart 36A, mounted rolling on a floor of the ship. - The
second cable strand 2B passes underneath the train and ends up on the other side. It passes around a secondmobile sheave 21B, mounted on a second translation chariot 36B, also mounted to roll on a floor of the ship. The twotranslation carts 36A and 36B are linked together in an elastic fashion by means of afirst spring 38A. However, one of them, in this case the second cart 38B, is itself linked elastically to themobile rod 41 of a fixedhydraulic jack 40. - On their side, the two
strands winch drum 20A, between its passage over the firstmobile sheave 21A and its passage over the secondmobile sheave 21B. Whatever the position of thewinch 20A relative to the twomobile sheaves cable 2 passes around these twomobile sheaves strands cable 2 to the train of lead masses. - It is simple to understand that, in the case where the
hydraulic jack 40 pushes itsmobile rod 41 in the direction of the twotranslation carts 36A and 36B, the twocable strands jaws 16 will be pulled under tension and will come closer together, freeing in translation the mobile train oflead masses 12. Thewinch 20A can then fulfil its control function for translation of the train, which is no longer immobilised in the housing 3. - It is also to be noted that the hydraulic jack is controlled by an opening valve through lack of current, such as a three-
way control valve 42. In other terms, the release of the twostrands strands cable 2, that is to say the freeing of the train, is carried out by activating thehydraulic jack 40 through the action of thevalve 42. - The use of a
hydraulic jack 40 also makes it possible to reduce the mass of the means of control compared with that described in the device of thepatent application 2 687 978, described above. The bearing force generated by thehydraulic jack 40 is independent of the position of themobile rod 41 of the latter and only depends on the pressure used and the cross-section of the jack piston, which is constant. Amanometer 48 makes it possible to monitor the tension forces of the two cable strands directly. - Thus it is to be noted that, in the present case, the assembly of control organs for
cable 2, both in displacement and in tension, is situated on a single side of the train, that is to say on one side of the ship. The only element belonging to the device on the other side is the fixed sheave,reference 17 in FIG. 2. - In FIG. 4, marked in dots and dashes, a second control assembly is shown, identical to that in solid lines. This concerns a control assembly of a stabilising device identical to that described above and placed next to it. In fact, so as to be effective on a high tonnage ship, several examples of the stabilising device according to the invention must be used. In fact, advantageously, four or five stabilising devices according to the invention should be set in the fore and four or five stabilising devices in the aft of the ship. It is to be noted that such a stabilising arrangement can thus displace ten
lead masses 12, each weighing about two tons. By using ten stabilising devices according to the invention, one thus has at one's disposal two hundred tons for stabilisation on a single ship. - In addition, if one of these ten stabilising devices fails, its
winch 20A or 20B can be coupled to thewinch 20B or 20A of the adjacent device by temporary coupling means 50, symbolised by a broken line, linking the twowinches 20A and 20B. Thus, it is possible to drive the winch of a failed stabilising device by coupling it with the winch of the adjacent device to activate it, even at reduced speed. This is particularly useful if the mobile masses of the train of the stabilising device which has failed are on one side. In fact, the neighbouring device can then proceed with displacing the train through temporary coupling of one winch with the other and can position the broken-down mobile train in the middle of the ship. - It is to be noted that, in the case of rupture of one of the
strands - In FIG. 7, each of the two
strands winch 20. In addition, eachend 43 of eachstrand bolt 44 and abaffle 45 gripping theend 43 of a cable strand. In other terms, the surface of the cylindrical periphery of thewinch 20 is reserved for rolling up each of the twostrands - FIG. 8 shows the advantageous presence of two
grooves 46 each intended to receive astrand ends 43 of the twostrands winch 20, one can envisage that thegroove 46 is common to the twostrands winch 20, one of the twostrands 2A rolls up while the other 2B unrolls, or the reverse, the length of thegroove 46 used being almost constant. Thus, the unrolling of astrand 2A leaves place for the rolling up of theother strand 2B of the cable. - Advantages of the Device According to the Invention
- The parallelepiped shape of the
mobile lead masses 12 makes it possible to optimise the volume of the tunnel constituted by the housing 3. Thus, one gains space and therefore weight, by using such mobile masses. The efficiency of the device is thus raised. - The use of a pair of
jaws 16 at each end of the train makes it possible not to call on the coupling hooks of the train during its many periods of immobilisation. This constitutes a considerable advantage, especially when the ship is in an inclined position. One thus takes precautions against an accidental rupture of one of the coupling hooks. - The maintenance and control of the pairs of
jaws 16 is relatively simple. It is also much simpler than the maintenance of central jaws, referenced 34, of the prior art device. In fact, the latter is in the middle of the train, which is enclosed in the housing; it is thus practically inaccessible. - In the event of rupture of one of the two cable strands, recuperation of the train is relatively easy, thanks to the
shoulder 23, between eachstrand jaw support 22. - The presence of two braking systems, as constituted by each pair of
jaws 22, constitutes a security, particularly in the case of rupture of the two strands of thecable 2, during a manoeuvre of the mobile train. - The juxtaposition of two stabilising devices, according to the invention, whose
winches 20A and 20B respectively are temporarily coupled together, makes it possible to rescue one of the devices which may have failed and been immobilised in a position which could endanger the balance of the ship. - The constitution of mobile
lead masses 12, equipped with foursmall wheels 13, allows them to move on the flanges ofstandard sections 35, constituting the lateral parts of the housing. - The use of coupling hooks15 of the swivel type or similar allows a certain freedom of movement between the
lead masses 12, particularly at an angle. The use of a system with two mobile sheaves, constituting a double stage tensioner, provided with a singlehydraulic jack 40, makes it possible to tighten the twocable strands - The respective rolling up of the two
strands winch 20, as described above, makes it possible to avoid rolling up by reeling.
Claims (12)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9916066 | 1999-12-20 | ||
FR9916066A FR2802504B1 (en) | 1999-12-20 | 1999-12-20 | IMPROVED DEVICE FOR BALANCING A VESSEL ESPECIALLY ROLLING |
Publications (2)
Publication Number | Publication Date |
---|---|
US20010003963A1 true US20010003963A1 (en) | 2001-06-21 |
US6349660B2 US6349660B2 (en) | 2002-02-26 |
Family
ID=9553478
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/739,196 Expired - Lifetime US6349660B2 (en) | 1999-12-20 | 2000-12-18 | Device for stabilizing a ship, especially when rolling |
Country Status (5)
Country | Link |
---|---|
US (1) | US6349660B2 (en) |
EP (1) | EP1110857B1 (en) |
JP (1) | JP4718680B2 (en) |
DE (1) | DE60023432T2 (en) |
FR (1) | FR2802504B1 (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110100279A1 (en) * | 2008-03-26 | 2011-05-05 | Itrec B.V. | Heave compensation system and method |
US20120266796A1 (en) * | 2009-09-04 | 2012-10-25 | Itrec B.V. | Offshore wind turbine installation |
US9926052B2 (en) | 2015-12-30 | 2018-03-27 | Abb Schweiz Ag | Control mechanism for transformer in-situ inspection device |
KR101847739B1 (en) | 2016-10-17 | 2018-04-10 | (주)한국해사기술 | Stroke twice transport device |
KR101847737B1 (en) | 2016-10-17 | 2018-04-10 | (주)한국해사기술 | Appratus and method for preventing the buckling of piston rod |
WO2018125229A1 (en) * | 2016-12-30 | 2018-07-05 | Abb Schweiz Ag | Control mechanism for transformer in-situ inspection device |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2831135B1 (en) | 2001-10-18 | 2004-01-23 | Technicatome | BALANCING DEVICE FOR LOW TONNAGE VESSELS |
US20070084394A1 (en) * | 2005-10-19 | 2007-04-19 | Peter Gudmundson | Power generation in watercraft |
PL2197734T3 (en) * | 2007-08-30 | 2013-09-30 | Speed 4 Sail S A | Movable ballast for sailboat and ship |
EP2207713B1 (en) * | 2007-10-11 | 2013-03-20 | Itrec B.V. | Vessels with roll damping mechanism |
CN102079364B (en) * | 2009-11-27 | 2013-04-10 | 三一电气有限责任公司 | Wind turbine installation vessel and gravity center adjusting devices for same |
LU91809B1 (en) | 2011-04-20 | 2012-10-22 | Vincent De Troz | Mobile ballast device |
US9150291B2 (en) * | 2013-01-23 | 2015-10-06 | Elliott B. Dollar | Weight distribution device and method for modifying wake |
CN111216845A (en) * | 2020-02-14 | 2020-06-02 | 武汉理工大学 | Double-hole one-way navigation tunnel ship circulating traction system |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE349886C (en) * | 1922-03-09 | Naamlooze Vennootschap Werf Co | Device for blocking a mobile ballast weight on ships or pontoons when the pulling rope breaks or other disturbances | |
DE324970C (en) * | 1915-08-12 | 1920-09-07 | Hamburg Und Stettin Act Ges | Method for damping oscillating movements of bodies, in particular the rolling movements of ships |
US1853069A (en) * | 1931-06-15 | 1932-04-12 | Minorsky Nicolai | Stabilizing apparatus |
US3397664A (en) * | 1966-09-16 | 1968-08-20 | Hydronautics | Vessel stabilizer |
US3426718A (en) * | 1968-02-27 | 1969-02-11 | Hydronautics | Vessel stabilizer |
DE1945548A1 (en) * | 1969-09-09 | 1971-03-11 | Siemens Ag | Ship with stabilization system |
US3934534A (en) * | 1972-07-19 | 1976-01-27 | Larsh Everett P | Marine vessel roll stabilizer apparatus |
FR2322778A1 (en) * | 1975-09-05 | 1977-04-01 | Southwestern Ind Inc | Passive stabilizer for water craft - uses movable mass held on longitudinal guide section with shock absorbing stops |
FR2687978B1 (en) | 1992-02-27 | 1998-05-07 | Technicatome | BALANCING DEVICE FOR SHIPS, PARTICULARLY IN ROLLS. |
JPH06183394A (en) * | 1992-12-18 | 1994-07-05 | Ishikawajima Harima Heavy Ind Co Ltd | Anti-rolling device for marine structure |
US5713163A (en) * | 1995-01-19 | 1998-02-03 | Ishikawajima-Harima Heavy Industries Co. Ltd. | Vibration damping apparatus |
JPH0953681A (en) * | 1995-08-18 | 1997-02-25 | Univ Kyoto | Gravity acting type dynamic vibration reducer and its vibration period adjusting method |
JP3874835B2 (en) * | 1996-03-25 | 2007-01-31 | 株式会社トキメック | Anti-vibration device |
US6019056A (en) * | 1996-10-23 | 2000-02-01 | Tokimec Inc. | Anti-rolling apparatus |
JPH10119886A (en) * | 1996-10-23 | 1998-05-12 | Tokimec Inc | Anti-rolling device |
-
1999
- 1999-12-20 FR FR9916066A patent/FR2802504B1/en not_active Expired - Fee Related
-
2000
- 2000-12-18 DE DE60023432T patent/DE60023432T2/en not_active Expired - Lifetime
- 2000-12-18 US US09/739,196 patent/US6349660B2/en not_active Expired - Lifetime
- 2000-12-18 EP EP00403572A patent/EP1110857B1/en not_active Expired - Lifetime
- 2000-12-19 JP JP2000385368A patent/JP4718680B2/en not_active Expired - Fee Related
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110100279A1 (en) * | 2008-03-26 | 2011-05-05 | Itrec B.V. | Heave compensation system and method |
US8499708B2 (en) * | 2008-03-26 | 2013-08-06 | Itrec B.V. | Heave compensation system and method |
US20120266796A1 (en) * | 2009-09-04 | 2012-10-25 | Itrec B.V. | Offshore wind turbine installation |
US8701579B2 (en) * | 2009-09-04 | 2014-04-22 | Itrec B.V. | Offshore wind turbine installation |
US9926052B2 (en) | 2015-12-30 | 2018-03-27 | Abb Schweiz Ag | Control mechanism for transformer in-situ inspection device |
KR101847739B1 (en) | 2016-10-17 | 2018-04-10 | (주)한국해사기술 | Stroke twice transport device |
KR101847737B1 (en) | 2016-10-17 | 2018-04-10 | (주)한국해사기술 | Appratus and method for preventing the buckling of piston rod |
WO2018125229A1 (en) * | 2016-12-30 | 2018-07-05 | Abb Schweiz Ag | Control mechanism for transformer in-situ inspection device |
Also Published As
Publication number | Publication date |
---|---|
US6349660B2 (en) | 2002-02-26 |
JP4718680B2 (en) | 2011-07-06 |
DE60023432D1 (en) | 2005-12-01 |
FR2802504A1 (en) | 2001-06-22 |
EP1110857B1 (en) | 2005-10-26 |
JP2001206287A (en) | 2001-07-31 |
FR2802504B1 (en) | 2002-03-01 |
DE60023432T2 (en) | 2006-07-27 |
EP1110857A2 (en) | 2001-06-27 |
EP1110857A3 (en) | 2001-08-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US6349660B2 (en) | Device for stabilizing a ship, especially when rolling | |
US3519101A (en) | Construction elevator system | |
DK1433922T3 (en) | Lifting device with compensator | |
US8622228B2 (en) | Boom hoist transportation system and crane using same | |
US9121425B2 (en) | Connection system for crane components | |
US20090314197A1 (en) | Automatic Hooking Device And Controlled Release Of Loaded Blocks | |
US4861218A (en) | Mobile boat hoist | |
JP3984915B2 (en) | Emergency brake and shock absorbers for lift or suspended luggage | |
US4204664A (en) | Winch mechanism for crane | |
KR100825168B1 (en) | Device for heaving in and paying out chain | |
US4993911A (en) | Mobile crane | |
US5265476A (en) | Tension load testing machine | |
MXPA00007694A (en) | Mechanism to facilitate raising and lowering hinged end section of deck. | |
CN111332407A (en) | Anchor chain lifter and using method thereof | |
WO1994026570A1 (en) | Transport cableway | |
JPH09156852A (en) | Main rope tension adjusting device for elevator | |
JP2951660B1 (en) | Roof opening and closing device | |
CN216336306U (en) | Winch for lifting maintenance platform in furnace | |
JPH02138099A (en) | Hoist device | |
CN118125319A (en) | Crane with a pulling frame and method for pulling such a crane | |
JPH0312788Y2 (en) | ||
GB2615590A (en) | A brake mechanism, a lift mechanism and a deployment mechanism for a rail chassis for a ship mounted rail system | |
JPH0958944A (en) | Main rope adjusting device of elevator | |
SU1027129A2 (en) | Lift cage suspension | |
US20200339225A1 (en) | Chain jack |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: SOCIETE TECHNIQUE POUR I'ENERGIE ATOMIQUE TECHNICA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CHAIX, EDMOND;REEL/FRAME:011382/0336 Effective date: 20001124 |
|
AS | Assignment |
Owner name: SOCIETE TECHNIQUE POUR L'ENERGIE ATOMIQUE TECHNICA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CHAIX, EDMOND;REEL/FRAME:011535/0185 Effective date: 20001124 |
|
FEPP | Fee payment procedure |
Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
CC | Certificate of correction | ||
REMI | Maintenance fee reminder mailed | ||
FPAY | Fee payment |
Year of fee payment: 4 |
|
SULP | Surcharge for late payment | ||
FEPP | Fee payment procedure |
Free format text: PAYER NUMBER DE-ASSIGNED (ORIGINAL EVENT CODE: RMPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
FPAY | Fee payment |
Year of fee payment: 8 |
|
FPAY | Fee payment |
Year of fee payment: 12 |