US20150251732A1 - Azimuth Friction Free Towing Point - Google Patents
Azimuth Friction Free Towing Point Download PDFInfo
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- US20150251732A1 US20150251732A1 US14/401,254 US201314401254A US2015251732A1 US 20150251732 A1 US20150251732 A1 US 20150251732A1 US 201314401254 A US201314401254 A US 201314401254A US 2015251732 A1 US2015251732 A1 US 2015251732A1
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- towing
- axis
- tug boat
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- rotating element
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/66—Tugs
- B63B35/68—Tugs for towing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
- B63B21/16—Tying-up; Shifting, towing, or pushing equipment; Anchoring using winches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
- B63B21/56—Towing or pushing equipment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
- B63B21/56—Towing or pushing equipment
- B63B21/58—Adaptations of hooks for towing; Towing-hook mountings
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Abstract
A tug boat having at least one towing winch and a movable towing point apparatus, wherein said towing point apparatus can guide a towing cable from a towing winch to a vessel to be assisted, comprising a rotating element that at least partly guides the towing cable such that the pulling force on said cable is transmitted to the tug boat at least partly through said rotating element when in use, said rotating element pivoting freely around a first axis and said first axis fixed to an arm which in turn can pivot about a second axis, said second axis being spaced apart from said first axis and the second axis being non-parallel.
Description
- The present disclosure relates to a tug boat intended for use in harbour and/or at sea, including at least a towing winch. A tug boat is intended to assist a vessel at relatively slow speed while harbour towing. A first end of a towing cable is connected to a towing winch. The towing cable is guided through a towing point and connected to the vessel being assisted, establishing an effective towing cable connection able to sustain a significant pulling force on the assisted vessel, thus improving the manoeuvrability of said vessel. A tug boat at sea is generally limited to operating in this manner due to adverse operating conditions at sea compared to use in a harbour.
- The art distinguishes two major towing modes, namely the pulling- and pushing mode. In pulling mode a tug boat generates a pulling force on a towing cable connection, resulting in a force on the assisted vessel. In pushing mode a tug boat exerts a pushing force on an assisted vessel through a pushing point located at either a tug boats front, stern or side. It is common business practice to apply a means of protection at such pushing points to prevent damages to the assisted vessel and tug boat while operating in pushing mode. Furthermore combinations of both pulling- and pushing mode are known within the art wherein both pulling- and pushing forces are exerted simultaneously on the assisted vessel and by the same tug boat.
- A tug boat should be able to operate in preferably all conceivable directions and preferably all conceivable operating conditions. Furthermore, a harbour tug boat is required to apply maximum pushing and pulling power on its towing point and/or pushing point also in preferably all directions and operating conditions. In view of such requirements, a towing point may in fact be used an azimuthal towing point and a propulsion unit commonly used in current tug boats can be, in fact, a propulsion unit capable of delivering great propulsive thrust in all directions. Azimuthal herein at least meaning a range exceeding 200 degrees, more specifically exceeding 270.
- A towing cable connection is usually established by guiding a towing cable from an assisted vessel through a towing point apparatus to a towing winch. Said towing point apparatus can consist of a fixed towing bitt, towing staples or fairlead or any combination thereof. Fixed towing bitts and staples are generally constructed from round- or oval-type cylinders and are usually limited in the direction of applying pulling forces by their towing point designs extending roughly in a 180 degree arc from said towing point.
- A tug boat operates in close proximity of an assisted vessel during for example mooring and unmooring operations. In pushing mode and more specifically in heavy seas with significant movement of a tug boat compared to the assisted vessel, there is an increased risk of damage to the tug boat, assisted vessel or both. Protective measures are commonly applied to a tug boat's hull partly mitigating risk of damage in favourable operating conditions.
- In pulling mode, the close proximity and the geometry of an assisted vessel result in that said towing cable connections operate at relative high angles up to 60 degrees to a horizontal plane at the towing point. In case of significant movement of a tug boat compared to the assisted vessel, caused for example by heavy seas, the dynamic pulling forces acting on the towing cable connection can easily exceed safe working loads of bollards on the assisted vessel, the towing cable or both. More specifically said dynamic pulling forces can result in failure of a bollard and/or towing cable and thus result in failure of the towing cable connection.
- A towing winch can be capable of rendering and recovering a towing cable such that a constant pulling force is maintained on the towing cable connection automatically. More specifically said towing winches can be able to maintain a constant pulling force on a towing cable connection despite significant movements of a tug boat compared to the assisted vessel. Thus such a towing winch can enable a tug boat to operate in pulling mode in a maximum number of working conditions compared to historical towing winches without risk of failure of the towing cable connection or any part thereof by for example snag loads in a towing cable connection. Such a towing winch is herein referred to as a render and recovery winch or constant tension winch.
- Historically, existing towing point apparatus in combination with a render and recovery towing winch result in significant chafing and friction between a towing cable and the towing point apparatus. Said chafing and the friction there from increases wear and tear of said towing cable and/or the towing point apparatus, thus significantly reducing the estimated time to failure and operational lifespan of either towing cable or towing point apparatus or both. Furthermore said friction increases temperatures inside said towing cable. Especially synthetic fibre towing cables have a limited maximum safe working temperature which may easily be exceeded by such friction.
- The art recognizes a variety of materials and configurations to manufacture effective towing cables. Historically towing cables include but are not limited to steel wire ropes. Furthermore towing cables can also be made from synthetic materials, including but not limited to, for example UHMWPE (Ultra High Molecular Weight Polyethylene) or Dyneema towing cables. UHMWPE is a synthetic fibre capable of sustaining the significant pulling forces on a towing cable connection with Dyneema being a specific brand of UHMWPE fibre materials. Synthetic materials such as UHMWPE's main advantage for the towing cable application is weight. For example, UHMWPE weighs approximately 14 percent of an equivalent steel wire towing cable. Thus an UHMWPE towing cable is substantially easier to handle by a tug boats crew. The UHMWPE towing cable floats on water due to its lightweight characteristics with a decreased risk of the towing cable getting entangled in for example propellers. A major disadvantage of an UHMWPE towing cable can be its maximum safe working temperature of approximately 65 degrees Celsius maximum.
- In view of the advantages of a render and recovery towing winch and synthetic towing cables, a tug boat is ideally equipped with a combination of both types of equipment. However with existing towing point designs the mean time to failure of a towing cable connection is significantly reduced due to the previously referred chafing issues for towing cables. These chafing issues significantly increase repair, maintenance and replacement costs for a tug boat's towing cables or towing points depending on the type of towing cable.
- Generally a purpose of the present disclosure can be to provide a tug boat with an improved ability to exert pulling forces on a towing cable connection in preferably all directions. In particular a purpose of the present disclosure can be to enable the ability for a tug boat to exert a significant pulling force on a towing cable connection in an as large as possible arc, as close as possible to, for example between 270 and 360 degrees or more around a towing point. A purpose of the present disclosure can be to establish such a towing cable connection in a safe manner, also in case a tug boat operates in very close proximity to a vessel and/or in adverse sea states and/or weather conditions.
- The present disclosure embodies a movable towing point apparatus. Said movable towing point apparatus can guide a towing cable from an assisted vessel preferably through a guiding apparatus which in turn guides the towing cable onto a freely pivoting element. From said element the towing cable is guided onto a winch, preferably a render and recovery winch. Said element can pivot around its centre axis and can pivot over an arm on an axis non-parallel and preferably perpendicular to said centre axis.
- Said guiding apparatus can be situated at or near the end of an arm which in turn can pivot around said. Said guiding apparatus axis and can guide the towing cable onto said rotating element in a substantially friction free manner by means of repositioning the arm supporting said element.
- In view of a tug boats requirements to apply power on its towing point or towing points in preferably all conceivable directions and in preferably all conceivable working conditions an azimuthal towing point apparatus is strongly preferred over existing towing point apparatus. A combination of an azimuthal towing point apparatus and a render and recovery towing winch may be preferred in order to maintain a constant pulling force on a towing cable connection, maximizing control of the assisted vessel's movements while operating in pulling mode or pulling mode and pushing mode enabling safe operation in close proximity to an assisted vessel.
- The present disclosure enables the successful application of an azimuthal friction free towing point apparatus. Said towing point apparatus minimizes friction between a towing cable and towing point, significantly reducing heat generated from said friction. The present disclosure thus enables the application of synthetic fibre towing cables subject to limited safe working temperatures or significantly reduces chafing on steel wire towing cables. More specifically the present disclosure successfully enables the use of towing cables of any type and material in combination with render and recovery towing winches.
- The present disclosure enables a tug boat to apply a pulling force over an increased range of conceivable directions and a maximum conceivable operating conditions as opposed to existing towing point designs. More specifically this means that a tug boat equipped with a towing point according to the present disclosure can assist vessels during adverse weather conditions and related sea states or in working areas with high outdoor temperatures in excess of for example 35 or 40 degrees Celsius.
- Another advantage of the present disclosure can be that a tug boat can remain in pulling mode during the entire mooring operation of an assisted vessel. Historical mooring operations recognize a limited timeframe when switching between pulling and pushing mode wherein a tug boat is not able to exert either a pulling or pushing force. In order to regain full control of an assisted vessel an increased pushing force is usually required. Alternatively a tug boat operator can use additional tug boats operating in pulling and pushing mode. Hence another advantage of the present disclosure is that it allows for a much more efficient and flexible deployment of tug boats during mooring and unmooring operations while retaining full control over an assisted vessel.
- Yet another advantage of the present disclosure can be that due to the increased control over a vessel, the present disclosure reduces risk of damage to a tug boat and/or vessel during berthing operations. Especially in case of vessels carrying dangerous or volatile goods like for example LNG carriers or chemical carriers such reduction of risk of damage is important.
- Yet another possible advantage of the present disclosure relates to towing operations at sea. In the modern day long steel wire towing cables are used to accommodate for ship movements. These long steel wire towing cables can be as long as 1.5 kilometres or greater. The distance between a vessel or object under tow and tugboat results in all manners of navigational risks with other vessels sailing across the towing cable and damaging the towing cable connection or the towing cable can get entangled in wreckages resting on the sea floor. The present disclosure can significantly mitigate said navigational risks by reducing the distance between a tugboat and towed vessel or object considerably, even as much as to a 200 meter or even smaller. Furthermore the present disclosure reduces weight for a tugboats towing system when equipped for sea-going operations due to a shorter towing cable requirement.
- Embodiments of the present invention shall be described, with reference to the drawings, for elucidation of the invention. These embodiments should by no means be understood as limiting the scope of the invention in any way or form. In these drawings:
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FIG. 1 is a schematic longitudinal view of a tug boat, to illustrate the possible position of a tug boats towing points, towing winch and pushing points. -
FIG. 2 a-b illustrates the two major harbour towing modes fortug boat 1 -
FIG. 3 a illustrates a mooring operation for vessel V. -
FIG. 3 b illustrates another mooring operation for vessel V. -
FIG. 3 c illustrates the reduced movement when switching direction of power applied to vessel V compared to the mooring operation illustrated inFIG. 3 a. -
FIG. 4 a illustrates a towing operation at sea according to the prior art. -
FIG. 4 b illustrates a towing operation at sea according to the present disclosure. -
FIG. 5 illustrates an embodiment of the present disclosure. -
FIG. 6 illustrates another embodiment of the present disclosure. -
FIG. 7 a-b illustrates two possible guiding apparatus for a towing cable according to the present disclosure. -
FIG. 8 a-c illustrates a top and side view of an embodiment of the present disclosure. - In this description exemplary embodiments of a tug boat and towing point of the present disclosure are shown, by way of example only. These should by no means be considered as limiting the scope of the present disclosure. The drawings are schematic only. In these drawings the same or similar reference signs shall be used for the same or similar parts or features.
- In this description vertical and horizontal are referred to as planes or directions in their ordinary meaning, whereas directions related to the vessel or tug boat defined by horizontally or vertically are taken when the vessel or boat is in a position afloat, in a normal, stabilized position, unless specifically otherwise defined.
- In this description substantially friction free has to be understood as including but not limited to friction substantially lower than the friction in towing cables and towing points in known towing operations for the same vessel and tug boat. Substantially friction free can be understood as comparable to a cable guided straight over a freely rotating roll or wheel, such that a substantial roll-off movement occurs between the guiding element such as a roll or wheel and cable in a direction parallel to a longitudinal direction of the cable.
- In this description rotating freely or pivoting freely or words to that effect can be understood as meaning that no significant resistance against rotating or pivoting of the element is provided, at least during use of the towing point. This can be understood as meaning that during normal operations slip between the cable and the rotating element is avoided.
- In general terms a tugboat and method according to the description allows the towing point to follow changes of the position of a vessel assisted by a tugboat relative to the tugboat, such that a cable used in such assistance is guided by a roll or wheel or such rotating element rotating around an axis, such that the cable extends substantially in a plane perpendicular to said axis, irrespective of the position of the vessel relative to the tug boat.
- In preferred embodiments the cable is guided at least at a side of the rotating element facing away from the winch on the tugboat, and preferably also at a side of the element facing the winch. The guiding of the cable is preferably such that any movement of a part of the cable out of the said plane substantially perpendicular to said axis or rotation of the element will lead to a repositioning of the element such that the cable is again brought back towards and preferably into said plane.
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FIG. 1 schematically shows the contour of atug boat 1 viewed from the side, with a number ofpossible towing positions 2 and pushingpositions 3. Atowing point 2 is defined hereinafter as the last physical point ontug boat 1 that fairleads a towingcable 4 from a towingwinch 5 to a vessel V being assisted, establishing a towingcable connection 6 betweentug boat 1 and assisted vessel V capable of sustaining significant pulling forces. A pushingpoint 3 is defined hereinafter as the last point of physical contact betweentugboat 1 and vessel V. Herein a contact point is to be understood as also including a line contact or area of contact preferably relatively small compared to the sizes of thetugboat 1 and vessel V. With respect totowing point 2, the towingcable 4 can at least for example turn sideways through 90° or more in a horizontal plane towards both sides of a mid position, which can for example be parallel to or can be in a vertical mid sectional, longitudinal plane P (FIG. 8 ) of thetug boat 1. Atowing point 2 can either be a fixed or moving apparatus hereinafter defined as atowing point apparatus 2 as per the present disclosure. Other moving towing point apparatus are known within the art for example U.S. Pat. No. 6,698,374 and U.S. Pat. No. 5,609,120. In a design of U.S. Pat. No. 5,609,120 a towing cable is guided by a guide in a plane parallel to thedeck 37 of a tug boat only and only over about 90° to both sides from the mid position. Chafing and friction will still occur. Even more specifically some moving towing point apparatus like for example U.S. Pat. No. 6,698,374 allow for the towingcable 4 to turn sideways through 360° towards both sides. This design is however very complicated and requires a special design for a cabin, which has limited access. Moreover, friction and chafing still occur between cable and the towing eyelet. By using towingwinch 5, the cable length can be adapted to the desired towing length and manoeuvring distance. On historical tug boats, there is only a winch and towing point at the stern; in many modern tug boats, atowing point 2 and towingwinch 5 are arranged on both front and stern. Historically with towing winches, the towing cable length can be adapted to the desired towing length and manoeuvring distance only. Render and recovery towing winches are able to apply and/or maintain a constant pulling force on a towingcable connection 6 incase tug boat 1 or vessel V move relative to each other due to for example heavy seas. Said towing winches are also known as render & recovery, rend & receive or constant tension winches either term being interchangeable with the other for purposes of the present disclosure. -
FIG. 2 a-b illustrates the two major harbour towing modes fortug boat 1 namely pulling- and pushing mode. During pulling mode (FIG. 2 a),tug boat 1 applies a pullingforce 7 on a towingcable connection 6. During pushing mode (FIG. 2 b),tug boat 1 directly applies a pushingforce 8 on vessel V. The pulling mode is most commonly used to position a vessel close to its respective berth. A combination of pulling- or pushing mode with multiple tug boats is commonly used during final mooring operations of vessel V. - During operations in pushing mode, where a pushing
point 3 can apply a pushingforce 8 on vessel V said pushingpoint 3 can shift as much as 9 meters horizontally and 7 meters vertically during adverse operating conditions. More specifically said operating conditions include adverse sea states up to 3 m or more significant wave height. Said shifting of a pushingpoint 3 across vessel V's outer plating and application of a pushingforce 8 results in significant friction forces between a pushingpoint 3 and vessel V. - It is obvious for people skilled in the art that a large area wherein said pushing
force 8 is applied to vessel V's outer plating contains an increased risk for damage to said plating and thus vessel V. Equally said friction can result in damages to tug boat's 1 pushingpoint 3 which is cumbersome and costly. It is common business practice to apply protective measures or fendering systems to possible pushingpoints 3. It is both costly and time consuming to repair damages to pushingpoints 3 and/or vessel V. Furthermore and especially in case of vessel V carrying dangerous goods, damages to the outer plating can have significant and adverse environmental effects to for example a ports surrounding eco-system and safety. -
FIG. 3 a illustrates a historical mooring operation for vessel V. It displays a number of tug boats a, b, c and d berthing vessel V in a direction Vs. The pilot of Vessel V can order more or less tug boats to assist vessel V depending on operating conditions at the time of berthing. Historically a mooring operation can consist of either 2, 3, 4 or greater number of tug boats.FIG. 3 a illustrates four tug boats, tug boat a and d operate in pulling mode while tug boat b and c operate in pushing mode. In another configuration with only two tug boats a and d assisting vessel V, said tug boats can switch to position of tug boats b and c and switch between pulling and pushing mode creating a timeframe wherein no control is exerted by said tug boats on vessel V. This is also illustrated inFIG. 3 a. In yet another configuration using three tug boats, tug boats a and d operate in pulling mode with a third tug boat b operating in pushing mode. In yet another configuration tugboats a and b operate in pulling mode in the opposite direction up to distances of 400 m, with tugboats c and d operating in pushing mode in accordance withFIG. 3 a. -
FIG. 3 b illustrates a nowadays mooring operation with two tug boats a and b assisting a vessel V in a direction Vs.FIG. 3 b illustrates tug boats a and b operating in pulling mode. In said mooring operation tug boats a and b remain in pulling mode during the entire mooring operation. Only tug boats similar to for example so-called rotortugs (U.S. Pat. No. 6,079,346) or ship docking modules (U.S. Pat. No. 5,694,877) are capable of executing a mooring operation as illustrated inFIG. 3 b. Furthermore any combination of the mooring operations described inFIG. 3 a-b are also possible. These known tug boats however have the problems and limitations as described in the introduction. -
FIG. 3 c illustrates the turning movement for a tug boat b when changing direction of a pullingforce 7 on the towingcable connection 6 during a mooring operation fromFIG. 3 b. It is exemplary that the reduced turning movement inFIG. 3 c is a magnitude smaller compared to the turning movement ofFIG. 3 a when switching between pushing and pulling mode of said tug boats. Thus when remaining in pulling mode during the complete mooring operation a tug boat can exert a greater amount of control on vessel V. -
FIG. 4 a-b illustrates a sea-going towing operation.FIG. 4 a illustrates a modern day towing operation with a distance L betweentugboat 1 and vessel V. Distance L can be as great 1.5 kilometre and distance D can be as great as 200 metre. Distance D is the maximum depth of the cable under the water surface. Such depth D can limit the use of a tugboat in relatively shallow water, such as for example the North Sea. Towing cables' 4 geometry allows for the absorption of relative movements between vessel V andtugboat 1 in a towing operation according toFIG. 4 a.FIG. 4 b illustrates a towing operation that can be used with the present disclosure. Distance L and D are significantly reduced compared toFIG. 4 a. More specifically distance L can be as short as e.g. 150 metre or less as wherein distance D is reduced to zero. In the present disclosure relative movements between vessel V andtugboat 1 are absorbed by towingwinch 5. The present disclosure thus mitigates navigational risks associated with the great distance L and D in modern day sea-going towing operations. More specifically distance L can be reduced up to ten times or even more and distance D is reduced entirely. Even more specifically this also reduces length of towingcable 4, reduces weight, especially but not only significant in case of a steel wire towing cable and or enables the application of UHMWPE towing cables in sea-going towing operations. An additional benefit of the present disclosure can thus be that aharbour operating tugboat 1 equipped with the present disclosure can be used in both harbour towing operations and sea-going towing operations. -
FIG. 5 illustrates an embodiment of the present disclosure. This embodiment includes arotating element 9, for example awheel 9 as illustrated inFIG. 5-6 , pivoting freely around an axis Y-Y. A towingcable 4 is guided along therotating element 9 to a render andrecovery towing winch 5. Said axis Y-Y is attached to anarm 10 which can pivot freely, for example up to 90 degrees or more to either side in a substantially vertical plane, around an axis X-X perpendicular to the view ofFIG. 5 . The cable can be any known and/or suitable type, and preferably is at least partly made of steel and/or synthetic materials, for example as discussed before. -
FIG. 6 illustrates another embodiment of the present disclosure. In this configuration axis X-X is fixed to anelement 11 which moves freely over acurve 12, from a substantially vertical position. Thecurve 12 is e.g. formed by one or more guide rails and extends for example substantially in a horizontal plane and/or substantially parallel to thedeck 37 of thetug boat 1. The curve can have a circle-segment configuration with a centre point at an axis Z-Z, between thecurve 12 and thewinch 5 or at the winch. Thecurve 12 can include an angle of for example up to or over 180° or 270° degrees. At the axis Z-Z or centre of the curve a further guide can be provided for thecable 4. A guidingapparatus 13, not illustrated inFIG. 5 orFIG. 6 , but displayed inFIG. 7 , can ensure that the towingcable 4 is continuously guided ontorotating element 9. Furthermore also axis X-X and Z-Z can remain perpendicular to each other at all times. In all embodiments the axis X-X, Y-Y and Z-Z can be either real axis or virtual axis. -
FIGS. 7 a-b illustrate a guidingapparatus 13 attached to anarm 14 pivoting freely around axis Y-Y such that guidingapparatus 13 can move along at least part of the circumference of thewheel 9.FIG. 7 a illustrates saidapparatus 13 in a towing eyelet embodiment.FIG. 7 b illustrates saidapparatus 13 in an embodiment containing four roller guides on its far end ensuring atowing cable 4 is guided onrotating element 9 in a friction free manner. - Guiding
apparatus 13 ensures thatarm 10 in either embodiment of the present disclosure is aligned with the towingcable connection 6 such that axis Y-Y is perpendicular to a plane spanned by a towingcable 4 betweentowing point 2 and towingcable connection 6 and towingwinch 5 or between vessel V and axis Z-Z. Said alignment is achieved by a resultant turning moment about axis X-X from pullingforce 7,arm 14 andarm 10. Free rotation ofelement 9 provides an additional degree of freedom in movement of a towingcable connection 6. Guidingapparatus 13 creates a turning moment about axis X-X, without limiting towing cable movement about axis Y-Y. During towing little to no force is exerted on theelement 13 other then forrepositioning element 9. On a side of the wheel 9 afurther guide element 16 can be provided between thewheel 9 and thewinch 5, guiding the cable. Below thewheel 9 an additionalrotating element 15 can be provided rotating freely around an axis which may extend parallel to the axis Y-Y, for further guiding the cable. -
FIG. 8 a-c illustrates an embodiment of the present disclosure.FIG. 8 a illustrates a top view on part of atug boat 1 with an embodiment of the present disclosure with atowing point 2 in different positions.FIG. 8 b illustrates a side view of an embodiment of the present disclosure with the various axis A-A, X-X, Y-Y and Z-Z.FIG. 8 c illustrates a detailed top view and side view of an embodiment of thetowing point 2 apparatus according to the present disclosure with further illustrations on the various axis alignments. In general the axis X-X and Y-Y can be spaced apart over a distance T and can extend in a non-parallel manner, for example perpendicular to each other. They can be situated in parallel planes.Arm 10 can have any shape, as long as it connects the second axis X-X and first axis Y-Y directly or indirectly. - In the embodiment of
FIG. 8 therotating element 9 is a wheel withflanges 35, rotating on a first axis Y-Y carried on anarm 10 which is pivoting around the second axis X-X. InFIG. 8 b thetowing point 2 is shown in an upright mid position. In this embodiment the second axis X-X extends substantially as a tangent to the lower side of the runningsurface 30 of therotating element 9. The second axis X-X is defined by a longitudinal axis of ahollow cylinder 31 rotatable in asupport bracket 32 forming part of theelement 11. Theelement 11 can be carried on a rail or such track, which may be straight or bent, or partly straight and partly bent, and can extend generally withwise across at a part of adeck 37 of thetug boat 1. InFIG. 8 thetrack 12 is straight. Thearm 10 is hooked, such that the axis Y-Y is positioned spaced apart from the second axis X-X. Thebracket 32 is also hooked, such that it can be carried on the track or rail or on adeck 37 by asupport 33 defining the axis A-A, preferably in a position below therotating element 9 when thearm 10 is in said upright position. The axis A-A can for example extend substantially perpendicular to thedeck 37, can be substantially vertical and/or can extend substantially perpendicular to the first axis Y-Y. The axis A-A will allow thebracket 32 to pivot around axis A-A when the cable exerts a pulling force on thetowing point 2 in a direction out of a plane defined by the axis A-A and X-X. This can especially be useful when thebracket 32 is carried on a rail or track which is for example straight or bent with a profile other than according to a circle segment around a fixed point or guideunit 34 on thedeck 37 through which thecable 4 is led between therotating element 9 and thewinch 5. The axis A-A will allow thetowing point apparatus 2 nevertheless be repositioned such that the axis X-X will extend parallel to and preferably coinciding with a straight line between the point ofsurface 30 ofrotating element 9 where the cable leaves the saidsurface 30 towards thewinch 5, which will normally be a radial line between said surface point and the fixed point or guideunit 34 on thedeck 37 as mentioned here above. Preferably the axis A-A is position such that it does not coincide with a tangent to thesurface 30 parallel to the axis A-A. This may ensure an automatic repositioning of thetowing point 2 around axis A-A due to a movement of the pulling force in thecable 4 out of a plane perpendicular to the axis Y-Y and through axis X-X. - In the embodiment of
FIG. 8 between thewinch 5 and thetowing point 2, especially theelement 9, aguide 34 is provided, for guiding the cable further towards thewinch 5. In this embodiment theguide 34 comprises at least two wheels or rolls 35 between which thecable 4 is guided towards thewinch 5. Theguide 34 provides for guiding to better allow thecable 4 to be wound onto or from thewinch 5, in an ordinary way, which means the cable being wound spiralling onto and/or from thewinch 5, and/or independent from the position of thetowing point 2 and, especially, theelement 9, relative to thewinch 5. - In the embodiment of
FIG. 8 the cable is guided onto theelement 9 by theguide 13 pivotable around the axis Y-Y. Theguide apparatus 13 can be provided withrolls 36 rotating freely around axis extending perpendicular to each other and/or the axis X-X and/or the longitudinal direction of thecable 4 at theapparatus 13. Thus the position of the cable relative to theelement 9 is properly aligned. - The present disclosure can allow for 3 degrees of freedom in a towing
cable connection 6 namely two preferably perpendicular pivots around second axis X-X and first axis Y-Y or first axis Y-Y and axis Z-Z, enabling a trulyazimuthal towing point 2 apparatus design. A third degree of freedom is obtained by rendering and/or recoveringtowing cable 4 by towingwinch 5. Jointly said three degrees of freedom span an effective 3D vector space with regards to a towingcable connection 6. More specifically the three degrees of freedom can enabletugboat 1 to establish a towingcable connection 6 anywhere within a semi-spherical space as far as not obstructed by tugboat's 1 superstructure. The application ofrotating element 9 further enables a friction free application of said azimuthal towing point. The towing point apparatus can be a truly azimuthal friction free towing point design. - The present disclosure can achieve constant pulling
force 7 in the towingcable connection 6 with minimal or nil friction between thetowing point 2 and towingcable 4. More specifically said friction is minimized incase tug boat 1 moves relative to vessel V. Even more specifically said movements particularly occur during adverse operating conditions including but not limited to heavy seas. The present disclosure thus can allow atug boat 1 to operate in a greater many working conditions or sea states and in the greatest conceivable directions. - In
FIG. 8 a in top view three positions of thetowing point 2 are shown. In the mid position thetowing point 2 is in the mid sectional plane P, wherein thecable 4 extends straight from thewinch 5 through theunit 34 and thecylinder 31 onto thewheel 9 and then over the boarding of the tug boat, still in the plane P. The axis Y-Y thereby extends substantially parallel to thedeck 37 and perpendicular to plane P. Thearm 10 is in an upright position. In this position thecable 4 can passed the wheel extend in any position within the plane P, as long as it is not interfering with the superstructure of thetug boat 1, for example substantially horizontally or at an angle upward towards a vessel V (not shown). - At the top in
FIG. 8 a a towing point position is shown in which theunit 11 is moved to an end of thetrack 12, wherein thecable 4 extends over a side of thetug boat 1. In this position thearm 10 has been pivoted around the axis X-X, due to rotation of thecylinder 31 within thebracket 32, whereas thebracket 32 has been rotated around the axis A-A relative to theunit 11, such that thecable 4 can again extend straight from theunit 34 through thecylinder 31 onto thesurface 30 of thewheel 9 and then through theapparatus 13 towards a vessel V (not shown inFIG. 8 ). As can be seen in this position the axis Y-Y extends at an angle relative to thedeck 37 such that thewheel 9 almost lies parallel to thedeck 37. Obviously the cable can be pulled either in forward or backward direction Fs, Fr from this position without necessarily changing the position of thewheel 9 and without adding any friction. When the cable is brought in the direction Fr to an extend further than when it extends straight fromunit 34 through thecylinder 31 and over thewheel 9 through theapparatus 13, theapparatus 13 will pull thetowing point 2 towards the mid position as discussed here above and/or reposition the angular position of thewheel 9. - In
FIG. 8 a at the lower side thetowing point 2 is shown at the opposite end of thetrack 12, in which thecable 4 extends at an angle other than 90 degrees relative to the plane P and at an angle to thedeck 37, i.e. not horizontally. In this position the axis Y-Y and therewith the position of the wheel has been amended in order to keep the axis Y-Y perpendicular to a plane mainly defined by the cable on opposite sides of thewheel 9. Thus thecable 4 is led properly over thesurface 30 of thewheel 9 substantially friction free. - In
FIG. 8 b different positions of theapparatus 13 are shown, with thearm 10 and thus thewheel 9 in a possible position. As can be seen theapparatus 13 can move along the periphery of thewheel 9. Should thecable 4 physically engage theapparatus 13, it will apply a force on the apparatus, leading to a reposition of theapparatus 13 relative to thewheel 9 and/or of a repositioning of thewheel 9 relative to thedeck 37, which can be obtained by a repositioning of theunit 11 relative to thetrack 12 and/or a repositioning of thearm 10 relative to thebracket 32 and/or of a repositioning of thebracket 32 relative to thedeck 37. Thus a proper alignment can always be ensured, preferably with minimal friction. Thearm 10 can be balanced by a counter weight, positioned for example at a side of the axis X-X opposite thewheel 9. - The present invention is by no means limited to the embodiments shown and discussed thereof by way of example. Many variations thereof are possible within the scope of the present disclosure. For example the movement of a towing point along a
track 12 on a tugboat can be initiated and/or supported by a power operated movement system such as a motor, which could for example directly engage the track or could engage theunit 11 by a cable, belt or similar indirect drive mechanism. The track can lie in one flat plane or can be bent in multiple directions, for example following acurved deck 37. In embodiments theunit 11 can be in a fixed position. In embodiments there can be more than onetowing point 2 provided on a tug boat, for example in proximity of the bow and stern of the tug boat. A tug boat of the present disclosure can be provided with traditional propulsion units such as one or more propellers or jets, and is preferably provided with a series of azimuthal propulsion units such as but not limited to a rotor tug or docking unit as discussed before.
Claims (23)
1. A tug boat having at least one towing winch and a movable towing point apparatus, wherein said towing point apparatus can guide a towing cable from a towing winch to a vessel to be assisted, comprising a rotating element that at least partly guides the towing cable such that the pulling force on said cable is transmitted to the tug boat at least partly through said rotating element when in use, said rotating element pivoting freely around a first axis and said first axis being fixed to an arm which in turn can pivot about a second axis, said second axis being spaced apart from said first axis and the second and the first axis being non-parallel.
2. The tug boat of claim 1 , wherein the second axis is to a movable member, wherein said movable member can move along a curve in a plane.
3. The tug boat of claim 1 , wherein the second axis is fixed to a movable member, wherein said movable member can move along a substantial straight line in a plane.
4. The tug boat of claim 1 , wherein the second axis is fixed to a movable member, wherein said movable member can move partly along a straight line and partly along an curve in a plane.
5. The tug boat of claim 1 , wherein a guiding apparatus is provided, guiding the towing cable onto the rotating element, wherein said guiding apparatus is attached to an arm pivoting freely about the first axis.
6. The tug boat of claim 5 wherein said guiding apparatus comprises four or more rotating elements.
7. The tug boat claim 5 wherein said guiding apparatus comprises at least one of a towing eyelet, fairlead, chock or similar device.
8. The tug boat of claim 7 , with a balancing system for at least the arm.
9. The tug boat of claim 1 further comprising an additional rotating element attached to the arm between the towing cable and the second axis with said additional rotating element pivoting freely along an axis substantially parallel to first axis.
10. The tugboat of claim 1 wherein said rotating element can pivot freely around a further axis, which further axis can extend at least one of:
substantially parallel to the arm;
substantially parallel to a line crossing both the second axis and the first axis; or
crossing the first axis substantially perpendicularly when the arm is in a substantially upright mid position.
11. The tugboat according to claim 10 further comprising an additional guiding apparatus between rotating element and towing winch that freely pivots around an axis substantially parallel to or coinciding with first axis.
12. The tugboat according to claim 1 , wherein the winch is a render and recovery winch.
13. A movable towing point apparatus for use in a tugboat according to claim 1 .
14. A method for assisting a vessel by a tug boat by connecting a towing cable between a winch on the tug boat and the vessel, wherein on the tugboat the towing cable is guided by a movable towing point, such that the position of the towing is adjusted relative to the tugboat depending on the position of the vessel relative to the tug boat, wherein the towing cable is guided by and/or over the towing point substantially friction free.
15. A method for assisting a vessel with a tug boat, by connecting a towing cable between a winch on the tug boat and the vessel, wherein on the tugboat the towing cable is guided by a movable towing point, and wherein the position of the towing point is adjusted relative to the tugboat depending on the position of the vessel relative to the tug boat, wherein the towing cable is guided over a rotating element of the towing point or forming the towing point, which rotating element is rotated on an axis which is moved relative the tug boat.
16. The tug boat of claim 2 , wherein the plane is substantially parallel to a deck of the tug boat.
17. The tug boat of claim 3 , wherein the plane is substantially parallel to a deck of the tug boat.
18. The tug boat of claim 1 , wherein the second axis is fixed to a movable member, wherein said movable member can move partly along a straight line and partly along a curve in a plane substantially parallel to a deck of the tug boat.
19. The tug boat of claim 1 , wherein a guiding apparatus is provided, guiding the towing cable onto the rotating element, wherein said guiding apparatus is attached to an arm pivoting freely about the first axis, parallel to and coinciding with the first axis.
20. The tug boat of claim 8 , the balancing system comprising a counter weight attached to the arm juxtaposed to the rotating element with respect to the pivot axis.
21. A tug boat having at least one towing winch and a movable towing point apparatus, wherein a towing cable extends over said towing point apparatus from a towing winch to a vessel to be assisted, comprising a rotating element that at least partly guides the towing cable such that a pulling force on said cable is transmitted to the tug boat at least partly through said rotating element, said rotating element mounted such that it can pivot freely around a first axis, and said first axis fixed to an arm which is mounted to pivot about a second axis, said second axis being spaced apart from said first axis and the second and the first axis being non-parallel.
22. Assembly of a vessel and a tug boat, the tug boat having at least one towing winch and a movable towing point apparatus, wherein a towing cable extends over said towing point apparatus from a towing winch to the vessel, the towing point apparatus comprising a rotating element by which the towing cable is guided such that a pulling force on said cable is transmitted to the tug boat at least partly through said rotating element, said rotating element mounted such that it can pivot freely around a first axis, said first axis fixed to an arm which is mounted to pivot about a second axis, said second axis being spaced apart from said first axis.
23. Assembly according to claim 20 , wherein the second and the first axis are non-parallel.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NL2008836 | 2012-05-16 | ||
NL2008836A NL2008836C2 (en) | 2012-05-16 | 2012-05-16 | Azimuth friction free towing point. |
PCT/NL2013/050362 WO2013172712A1 (en) | 2012-05-16 | 2013-05-16 | Azimuth friction free towing point |
Publications (1)
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US20150251732A1 true US20150251732A1 (en) | 2015-09-10 |
Family
ID=48485405
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US14/401,254 Abandoned US20150251732A1 (en) | 2012-05-16 | 2013-05-16 | Azimuth Friction Free Towing Point |
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US (1) | US20150251732A1 (en) |
EP (1) | EP2849993B1 (en) |
JP (1) | JP2015517434A (en) |
KR (1) | KR20150018818A (en) |
CN (1) | CN104619585B (en) |
AU (1) | AU2013263554B2 (en) |
BR (1) | BR112014028438A2 (en) |
CA (1) | CA2873673A1 (en) |
DK (1) | DK2849993T3 (en) |
ES (1) | ES2613432T3 (en) |
HK (1) | HK1205073A1 (en) |
NL (1) | NL2008836C2 (en) |
SG (1) | SG11201407594QA (en) |
WO (1) | WO2013172712A1 (en) |
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US20170274973A1 (en) * | 2016-03-25 | 2017-09-28 | Yanmar Co., Ltd. | Boat |
WO2017218809A1 (en) * | 2016-06-17 | 2017-12-21 | Alaska Maritime Prevention And Response Network | Emergency vessel towing system and method |
US20190031304A1 (en) * | 2016-03-31 | 2019-01-31 | A.P. Møller - Mærsk A/S | Tugboat with a capsizing and sinking prevention system |
CN111516826A (en) * | 2020-04-29 | 2020-08-11 | 上海交通大学 | Position deviation-based floating-support installation ship entry control method and system |
CN111867930A (en) * | 2017-11-20 | 2020-10-30 | 斯维特泽尔公司 | Cable handling system for a tug boat |
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CN109018256B (en) * | 2018-06-12 | 2020-04-07 | 哈尔滨工程大学 | Initial balancing method for underwater towed body buffering mooring rope of wave glider |
CN109080772B (en) * | 2018-07-26 | 2020-03-10 | 武汉船用机械有限责任公司 | Guide chain roller fixing frame |
KR102076183B1 (en) * | 2019-08-12 | 2020-02-11 | 주식회사 넥스트이엔지 | Equipment For Supporting Underground Lines |
KR102073857B1 (en) * | 2019-08-13 | 2020-02-05 | (주)제이에이치전력 | Equipment For Connecting Underground Lines |
CN113955016B (en) * | 2021-09-29 | 2022-08-12 | 山东海洋现代渔业有限公司 | Offshore platform positioning method and positioning system |
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- 2013-05-16 JP JP2015512597A patent/JP2015517434A/en active Pending
- 2013-05-16 WO PCT/NL2013/050362 patent/WO2013172712A1/en active Application Filing
- 2013-05-16 SG SG11201407594QA patent/SG11201407594QA/en unknown
- 2013-05-16 AU AU2013263554A patent/AU2013263554B2/en not_active Ceased
- 2013-05-16 CN CN201380032873.4A patent/CN104619585B/en not_active Expired - Fee Related
- 2013-05-16 DK DK13724905.8T patent/DK2849993T3/en active
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Also Published As
Publication number | Publication date |
---|---|
ES2613432T3 (en) | 2017-05-24 |
NL2008836C2 (en) | 2013-11-20 |
WO2013172712A1 (en) | 2013-11-21 |
AU2013263554B2 (en) | 2017-04-13 |
EP2849993A1 (en) | 2015-03-25 |
SG11201407594QA (en) | 2014-12-30 |
JP2015517434A (en) | 2015-06-22 |
CA2873673A1 (en) | 2013-11-21 |
HK1205073A1 (en) | 2015-12-11 |
EP2849993B1 (en) | 2016-11-16 |
BR112014028438A2 (en) | 2017-06-27 |
CN104619585A (en) | 2015-05-13 |
KR20150018818A (en) | 2015-02-24 |
AU2013263554A1 (en) | 2014-12-11 |
DK2849993T3 (en) | 2017-02-13 |
CN104619585B (en) | 2018-01-30 |
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