WO2006053974A1

WO2006053974A1 - Device for stabilising a vessel

Info

Publication number: WO2006053974A1
Application number: PCT/FR2005/002824
Authority: WO
Inventors: Philippe Capdevielle
Original assignee: Transboat Lda
Priority date: 2004-11-17
Filing date: 2005-11-15
Publication date: 2006-05-26
Also published as: DE602005022225D1; EP1824730B1; FR2877915A1; FR2877915B1; EP1824730A1; ATE473160T1

Abstract

The invention relates to a device for stabilising the orientation of a vessel (1) that has dropped a bow anchor (10) to the bottom of a body of water. The inventive device comprises: at least one side stern propulsion means (6 and 6' or 2), and an electronic compass which is connected to said side propulsion means and which comprises a memory. According to the invention, when a direction is recorded in the memory, the compass transmits an electric signal such that the side propulsion means propels the stern of the vessel laterally either portside or starboard side depending on whether the vessel is oriented portside or starboard side respectively in relation to the recorded direction. The bow of the vessel is fixed to a point by the anchor (10) such that the vessel is maintained in the recorded direction.

Description

DEVICE FOR STABILIZING A VESSEL

The present invention relates to a device for stabilizing the orientation of a ship. More particularly, the present invention relates to a device comprising a stern lateral propulsion means and elements for measuring and evaluating the orientation of the ship, making it possible to stabilize the orientation of the ship by acting on the stern thereof, when this vessel has anchored an anchor (10) at the bottom of the water.

When a ship is at sea, stabilization of the ship's orientation is difficult. This is particularly difficult when the vessel is at anchor, for example in a creek. Indeed, when an anchored ship is simply held by an anchor, the ship tends to move around it because of various elements such as swell, sea currents or wind. The orientation of the ship thus varies constantly.

Currently, the methods that are used to stabilize the orientation of a ship at anchor, implement a set of three anchors arranged on either side of a ship, and which, when the anchor thereof , are wet at three different points. By adjusting the chains of these anchors and maintaining a tension on them, it is possible to stabilize the orientation of the ship in relation to three points. This requires anchoring three anchors at specific locations so that the ship is at the center of the three points. This is rather tedious and requires the presence of three anchors aboard the ship. In addition, such a system only stabilizes the orientation of the ship when it is at anchor.

That is why. the object of the present invention is to provide a device and a method for stabilizing the orientation of a ship by means of a single anchor, when the ship is at anchor.

The object of the present invention therefore relates to a device for stabilizing the orientation of a ship at anchor, said vessel having wetted a bow anchor at the bottom of the water, said device comprising at least one lateral propulsion means of stern and an electronic compass connected by means of lateral propulsion, the electronic compass comprising a memory and an interface for recording a direction in the memory, as well as means of comparison between the recorded direction and the actual orientation of the ship; so that when a direction is recorded in the memory, the compass sends an electrical signal by means of lateral propulsion so that it propels laterally the stern of the ship, causing the displacement of the stern to the port or starboard, according to that the vessel is respectively directed to the port or starboard of the registered direction, said bow of the ship being fixed at one point by the anchor, so that the ship is kept in the registered direction. Another object of the present invention is a method of stabilizing the orientation of a ship at anchor, said ship comprising an anchor and at least one lateral propulsion means connected to an electronic compass, the compass comprising a memory and an interface to enable a direction to be stored in the memory, means for comparing the recorded direction with the actual orientation of the ship, and the means for tripping and possibly interrupting the lateral propulsion means, the method comprising the steps the following: (a) anchor the bow anchor (10) and allow it to rest at the bottom of the water so that the bow of the vessel (1) is fixed, (b) record a direction of the vessel in the memory, and ) make a comparison of the registered direction and actual ship orientation, and (d) if the registered direction and the actual direction are different beyond a predetermined margin, then use an electrical signal by means of lateral propulsion to activate and maintain the signal until the vessel is brought in the registered direction, and e) repeat steps c) and d).

The objects, features and ^{characteristics'} of the invention will become more apparent from reading the following description with reference to the drawings in which: Figure 1 shows a vessel at anchor equipped with a device according to the present invention, Figure 2 shows an operating diagram of the device according to the present invention.

The vessel shown in FIG. 1 is equipped with the device according to the present invention. The device comprises a stern lateral propulsion means attached to the rear of the ship 1, that is to say at its stern. This means is distinct from the main propulsion means, not shown in this figure, which makes it possible to advance the ship.

The stern lateral propulsion means may consist of a propulsion propeller 2, which according to the direction in which it rotates moves a stream of water to the right, that is to starboard, or to the left , ie on the port side of the ship, thus allowing the stern of the ship to be shifted to the left or to the right respectively.

Instead of a propeller, or in combination with it, may be employed a pump which ejects the water through an orifice 6 located port port of the stern of the ship and sucks it through an orifice 6 'located on the starboard side of the ship. ship pump, when one wants to move the stern to starboard. Conversely, the water is sucked through the port 6 located port and ejected through the port 6 'to starboard, when you want to move the stern of the ship to port. As shown in Figure 1, the orifice 6 is placed on the port side of the hull of the ship at the stern, and the orifice 6 'is located on the starboard side of the hull of the ship at the stern, an alternative embodiment is to place the ejection and suction ports of water pump not on the sides of the ship but on the transom of the latter. Such an embodiment is not shown in Figure 1, but in such a case, the orifices are positioned on the transom of the hull of the ship, for example by leaving at the place where is placed the element 2 located in Figure 1. These holes would be oriented to allow to eject or suck the water perpendicular to the orientation of the ship. These lateral propulsion devices equip certain vessels and are used when maneuvering the ship, in particular to take its position at the quay or leave it. This maneuver is thus facilitated by acting on the stern. Nevertheless, according to the present invention, the lateral propulsion means is used to stabilize the orientation of the ship. It can be adapted to any type of ship.

The device according to the present invention also comprises an electronic compass connected to the lateral propulsion means (6 and 6 'or 2). This electronic compass includes a memory, as well as an interface allowing the user to record a defined direction in the memory. For example, if the user wants to maintain the orientation of his ship to the south, it enters the direction corresponding to the south by means of the interface in the memory of the device. Subsequently, the electronic compass determines the actual orientation of the ship. The electronic compass also comprises means of comparison, for comparing the direction recorded in memory and the actual orientation of the ship. If Vessel 1 is oriented to the port side of the registered direction, the electronic compass will send an electrical signal by means of propulsion to direct the expelled jet of water to the ship's starboard and thus move the stern thereof to port, realigning the vessel in relation to the registered direction. If the orientation of the ship is to starboard of the recorded orientation, said compass sends an electrical signal by means of lateral propulsion, which, either by changing the direction of rotation of the propeller, or by expelling the water from starboard to port side of the pump, causes the stern to move to starboard. When the ship is pointing in the right direction, no signal is sent. This verification of the orientation is carried out in real time or at regular intervals in time.

Preferably, this device further comprises means for triggering the lateral propulsion means connected between the electronic compass and the lateral propulsion means. These triggering means can also be included in the electronic compass. The triggering means allow to transmit the electrical signal to said lateral propulsion means, to cause the triggering of the latter. These triggering means may also comprise means for interrupting the lateral propulsion means, interrupting the operation of the lateral propulsion means, when the actual orientation of the ship corresponds to the recorded direction.

Such a device can be used when the ship is at anchor, that is to say, when an anchor 10 has been wetted. In this case, the bow of the ship is fixed at a point by an anchor 10 resting at the bottom of the water. The bow of the ship 1 being immobilized, the action on the stern by means of lateral propulsion, 6 and 6 'or 2, then allows to quickly readjust the orientation of the ship 1 by maintaining it at a given point. Without the device according to the present invention, it is very difficult to maintain the ship in a given orientation due to various factors, such as swell, current or wind. The device according to the present invention will make it possible to maintain the ship in a given orientation, for example an orientation relative to the positioning of the sun to allow certain shots, or, by orienting and keeping the ship perpendicular to the swell, as shown in Figure 1.

Preferentially, it is possible to define tolerance margins around the chosen direction, so that that the electronic compass sends an electric signal only if the direction of the ship is outside the range defined by said margins. For example, you can set 10 degrees to port and starboard in the north direction. In this case, the propulsion of the stern to starboard will be triggered only if the vessel is oriented to starboard of the said margin, ie more than 10 degrees from the north, and propulsion to port will be triggered only if the vessel is below the other margin, ie less than 350 degrees from the north.

When the wind blows in the same direction as that which has been chosen, and in particular vis-a-vis the ship, the wind automatically maintains the ship even without the operation of said device. This maintenance is ensured by the force it exerts on both sides of the hull of the ship. According to a preferred embodiment, said device is equipped with an electronic wind vane and a computer connected to the electronic wind vane and the electronic compass. The electronic wind vane measures the direction of the wind and communicates it to the calculator. The computer will compare the wind direction and the direction recorded in the device memory, and proceed to stop the stabilization device when the wind direction and the recorded direction are substantially equal. This preferred embodiment thus saves energy by stopping the stabilization device when the direction of the wind keeps the vessel 1 in the desired orientation.

On the other hand, when the wind force exceeds the power of the lateral propulsion means, 6 and 6 'or 2, the device becomes ineffective. Indeed, the lateral propulsion means no longer possible to reorient the stern of the ship. For savings purposes, it is advantageous to stop the device. According to a preferred embodiment, the stabilization device is for these purposes equipped with an anemometer connected to a computer, so that, when the wind force exceeds the power of the lateral propulsion means, the computer sends a signal stopping the stabilization device. It should be noted that it is possible, according to a preferred embodiment, to use an electronic wind vane-anemometer connected to a single computer, thus allowing both to stop the device according to whether the wind is in the right direction, or that it exceeds a certain power.

Still for the sake of economy, it may preferentially equip the device with a time counter, allowing the verification of the orientation of the boat at certain regular time intervals, and thus to engage the means of lateral propulsion that sometimes.

According to a preferred embodiment, deflectors are fixed on the propulsion means lateral. These baffles can improve this stabilization, preventing the ship from passing over its anchor 10. To do this, the baffles are fixed at the ejection of the stream of water by the lateral propulsion means. For example, and as shown in Figure 1, the baffle 4 is positioned so that the jet of water being expelled port port by the propeller 2, is slightly deflected forward of the ship 1 Thus, the force exerted on the ship 1 has essentially a component perpendicular to the ship but also a slight component pointing towards the rear of the ship, so that the propulsion of the stern is to starboard and slightly towards the ship. back. As a result, the ship 1 will exert a slight tension on the anchor 10, which keeps it at anchor. Thus, the vessel 1 will not pass over the anchor 10 when operating the lateral propulsion means. A baffle 4 'is also attached to the starboard of the propeller 2, so that when moving the stern of the ship to port, a slight thrust of the ship 1 to the rear is also exerted.

Similarly when a pump is used, and as shown in Figure 1, baffles 8 and 8 'are placed at the ejection holes respectively 6 and 6' of the water, and oriented so that when the water is ejected port or starboard of the ship, the jet of water leaving the orifice 6 or 6 'being thus slightly deflected towards the bow of the ship by the deflector 8 or 8', thus exerting a slight force on the ship 1 towards the rear.

In the case where the ejection holes are located at the transom of the hull of the ship, for example in place of the element 2, it is also possible to use deflectors. Alternatively, it can be expected that the ejection holes are oriented in the majority perpendicular to the ship but slightly oriented towards the front of the ship, to exert the slight force on the ship 1 to the rear.

It should be noted that such a device can also be used during the propulsion of the ship forward, by the main propulsion means, as aids in the orientation of the ship relative to the direction of its march. However, it is particularly useful when the main propulsion means is cut, and when it is a question of maintaining the direction of the ship in a certain orientation. For example, in the event of engine failure of the main propulsion means, while waiting for assistance, it may be advantageous, depending on the state of the sea, to maintain the ship according to certain orientations depending on the waves. The device can then serve as a backup.

Another object of the present invention is a method for stabilizing the orientation of a vessel at anchor. This process can be carried out in different ways, some steps being performed manually. Preferably, the entire process is implemented by the device that has been previously described.

This method implements at least one lateral propulsion means connected to an electronic compass, the compass comprising a memory and an interface for recording a direction in the memory, means for comparing the recorded direction with the actual orientation. of the ship as well as means for tripping and, optionally, interruption of the lateral propulsion means. This method comprises the following steps: a) anchoring the bow anchor (10) and allowing it to rest at the bottom of the water so that the bow of the ship (1) is fixed, b) record a direction of the ship in the memory, c) comparing the recorded direction and the actual ship orientation, d) if the recorded direction and said actual heading are different beyond a predetermined margin, sending an electrical signal to the propulsion means to activate it (6 and 6 'or 2) and keep it running until the ship is brought in the registered direction. e) repeat steps c) and d).

It should be noted that preferentially, when using the device according to the present invention, the defined orientation is entered in the device's memory. One could nevertheless imagine to short circuit this step respecting the process, but so that a person triggers itself the propulsion means when it realizes that the actual orientation of the ship is different from the orientation that has been chosen.

Preferably, this method may include the steps of determining the wind direction, then checking if this orientation corresponds to the defined orientation, and finally stop the stabilization process of the ship if this wind direction corresponds to that which has been defined. This saves the energy of the ship. When the force of the wind is oriented in the direction of the chosen direction, the wind indeed stabilizes the ship itself.

- In Figure 2 describing the stabilization process, which is also the method of operation of the device according to the present invention. The device is started, or the stabilization process begins, once the bow anchor is wet at the bottom of the water. When the device is turned on, the device waits for an orientation to be defined. Orientation is defined by entering a direction into the system, including recording that direction into memory. Preferably, a timer allows to put the system on hold until no direction is entered. Preferably when a direction is entered, the system will determine a tolerance interval with respect to the entered direction. Then, if the actual orientation of the ship differs from that which is defined, or preferably from the interval, the electronic compass determines whether the actual orientation of the ship is to starboard or port side of the orientation or the defined interval. If it is to starboard, it triggers the engine of the stern lateral propulsion system, causing the stern of the ship to move to starboard. If the actual course is to port, it triggers the propulsion means to move the stern to port. Following this triggering, again, the actual orientation of the ship is determined with respect to the defined orientation (or relative to the determined interval with respect to the defined orientation).

This can be done in real time, or preferentially, as shown in FIG. 2, at regular intervals. In this case, a counter counts a certain amount of time since the last determination of the orientation of the ship, and once this time has elapsed, goes back to the step of determining the actual orientation of the ship.

Preferably, if during the step of determining the orientation of the ship, it appears that the actual orientation of the ship corresponds to the defined orientation, it is proceeded to the verification of the operation of the engine of the lateral propulsion means. If this engine runs, the engine is stopped. If the motor does not work, no signal is sent. Following this, the step of determining the orientation of the ship is again carried out, this being done either in real time or after a certain time. This method may also include a step of determining the power of the wind, followed by a step of stopping the stabilization process of the ship, if the wind power exceeds that of the lateral propulsion means.

According to a preferred embodiment, this method is used to stabilize the ship at anchor in a direction perpendicular to the swell. In Figure 1, the swell is represented by the lines 12, which correspond to the wave of the swell. The direction of the advance of this wave is represented by the arrow. The position A of the ship 1 is the definite orientation that one wants to give to the ship. In fact, by orienting the ship 1 in this way, the variations in the surface of the water due to the swell will be distributed over the entire length of the ship and not over its width. In the absence of the use of a device or method according to the present invention, if wind appears, such as a slight breeze, or if currents cause the ship in a position B parallel to the swell, such as dashed in FIG. 2, the ship will then undergo variations of the swell with respect to its width. The amplitude of the variations being spread over a shorter distance, the swell will then be felt more by the passengers, which is particularly unpleasant. This method is particularly advantageous for keeping said vessel oriented perpendicular to the swell, ie in the position referenced A in FIG. 1. The use of the device according to the present invention to implement the entire process is particularly interesting, especially in the case of an anchorage, when you want to place the ship in front of the swell.

Claims

1. Device for stabilizing the orientation of a vessel (1) at anchor, said vessel having anchored a bow anchor (10) at the bottom of the water, said device comprising: at least one lateral stern propulsion means (6 and 6 'or 2), and an electronic compass connected to said lateral propulsion means, said compass comprising a memory and an interface for recording a direction in said memory, as well as means for comparing the recorded direction and the actual orientation of said vessel; so that when a direction is recorded in said memory, said compass sends an electrical signal to said lateral propulsion means for the latter to propel laterally the stern of said vessel, causing the displacement of said stern to port or starboard depending on whether the ship is oriented respectively to the port or starboard of the registered direction, said bow of the ship being fixed at a point by the anchor (10), so that the ship is kept in the registered direction.

Stabilization device according to claim 1, wherein margins are defined with respect to the recorded direction, whereby said compass sends an electrical signal to said lateral propulsion means (6 and 6 'or 2). if the direction of said vessel (1) is outside the range defined by said margins.

3. stabilization device according to claim 1 or 2 further comprising: an electronic wind vane, and a computer connected to said wind vane and said compass; so that said wind vane sends the wind direction to said calculator which compares the direction of the wind and the direction recorded in said memory and which stops said stabilizer when the wind direction and the recorded direction are substantially equal.

Stabilization device according to any one of the preceding claims, further comprising an anemometer connected to a computer, so that when the wind force exceeds the power of said lateral propulsion means (6 and 6 'or 2), said computer stops said device.

Stabilization device according to any one of the preceding claims, wherein said lateral propulsion means comprises baffles (4 and 4 'or 8 and 8') at the expulsion of water from said propulsion means (6 and 6 'or 2), said deflectors being oriented so that said lateral propulsion means ejects the water in a component substantially perpendicular to the direction of the ship (1) but with a slight forward-facing component of the ship, so that the side propulsion also exerts a slight thrust of the ship aft, maintaining a tension on the anchor (10), so that said ship does not pass in front of it.

The stabilizing device according to any one of the preceding claims, further comprising a time counter connected to said compass, so that the direction of the ship is determined at regular time intervals.

Stabilization device according to any one of the preceding claims, further comprising triggering means and / or means for interrupting said lateral propulsion means (6 and 6 'or 2), when a direction is recorded. in said memory, said trigger means being connected to said compass and transmitting said electrical signal to said lateral propulsion means.

8. A method of stabilizing the orientation of a vessel (1) at anchor, said vessel comprising an anchor (10) and at least one lateral propulsion means (6 and 6 'or 2) connected to an electronic compass, said compass comprising a memory and an interface for recording a direction in said memory, means of comparison between the recorded direction and the actual orientation of said ship as well as means for tripping and / or means for interrupting said lateral propulsion means, said method comprising the following steps: a) anchoring the bow anchor (10) and allowing it to rest at the bottom of the water so as to that the bow of the vessel (1) is fixed, (b) register a direction in the said memory, (c) make a comparison of the recorded direction and the actual direction of the said vessel, (d) whether the recorded direction and the actual direction are different from the beyond a predetermined margin, sending an electrical signal to said lateral propulsion means to trigger it and keep it in operation, until the ship is brought in the recorded direction, and e) repeat steps c ) and D) .

9. The stabilization method according to claim 8, further comprising the steps of: determining the wind direction, checking whether this orientation corresponds to the recorded direction, and - stopping the vessel stabilization process (1), if this orientation wind corresponds to said recorded direction.

The stabilization method according to claim 8 or 9, further comprising the steps of: determining the strength of the wind, stopping the stabilization of the ship (1) if the wind force exceeds that of said lateral propulsion means (6 and 6 'or 2).

11. stabilization method according to any one of claims 8 to 10, wherein said recorded direction is perpendicular to the swell, thereby mitigating the effect of the swell on the passengers of said ship (1), the swell being distributed over the entire length of the said vessel.