WO2014203244A1 - Navire multitâche - Google Patents

Navire multitâche Download PDF

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Publication number
WO2014203244A1
WO2014203244A1 PCT/IL2014/050542 IL2014050542W WO2014203244A1 WO 2014203244 A1 WO2014203244 A1 WO 2014203244A1 IL 2014050542 W IL2014050542 W IL 2014050542W WO 2014203244 A1 WO2014203244 A1 WO 2014203244A1
Authority
WO
WIPO (PCT)
Prior art keywords
watercraft
stabilizers
hull
watercraft according
planing
Prior art date
Application number
PCT/IL2014/050542
Other languages
English (en)
Inventor
Isaac AVTALION
Dror MAOR
Original Assignee
Avtalion Isaac
Maor Dror
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Avtalion Isaac, Maor Dror filed Critical Avtalion Isaac
Priority to SG11201510314PA priority Critical patent/SG11201510314PA/en
Publication of WO2014203244A1 publication Critical patent/WO2014203244A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/003—Righting capsized vessels, e.g. sailing vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members

Definitions

  • the present invention relates to the field of watercrafts. More particularly, the invention relates to a multitasking watercraft that is transportable and reconfigurable.
  • Small sized watercrafts have the advantage of being able to approach inaccessible in-water regions, such as for inspecting the underwater substructure of a bridge, participating in a military maneuver, or entering a narrow space, while also being able to operate in shallow waters and in open seas.
  • Such vehicles may be berthed at a port or onboard a larger ship while waiting to be dispatched to perform their dedicated task at the site of a mission, or may locally berthed in order to arrive quickly to an anticipated mission area.
  • Stability is a primary design consideration for watercrafts. It would therefore be desirable to configure a watercraft with good maneuverability and stability, yet with sufficiently small dimensions so as to be able to be transported to an operation zone within a container, for example by truck, helicopter, or ship.
  • Catamarans or trimarans are noted for their stability by virtue of the relatively large spacing between hulls; however, they cannot be transported in a container due to their large vehicle width.
  • Watercrafts having a single planing hull are well suited to advance at high speeds by virtue of the hydrodynamic lift for supporting the vehicle weight that is developed when the hull is lifted above the water at high speeds.
  • the hydrodynamic lift is correspondingly reduced and the planing-hull vehicle suffers from a lack of stability, being supported primarily by buoyant forces.
  • Such a planing-hull vehicle is at a significant risk of capsizing during a mission, when loads are lowered from, or raised onto, a side of the vehicle.
  • US 2006/0236909 discloses an articulated boat including a pair of pontoons and a central cabin connected by a pair of struts. Motors that may be operated by remote control change the elevation between the central cabin and the pontoons.
  • US 7,278,364 discloses an attack and reconnaissance marine vessel that has an upper hull, two propulsion hulls, and two segmented struts for coupling the propulsion hulls to the upper hull and for reconfiguring the vessel.
  • the vessel can be folded for launch and recovery.
  • the struts can be extended for cruising and surveillance.
  • the struts can be extended laterally from the upper hull to provide a minimum-draft configuration for approaching a beach.
  • the present invention is directed to a high speed, small sized planning-hull watercraft which is able to reach stability levels of a multi-hull vessel when required to perform a specific task, without compromising the benefits of the planing hull characteristics during high speed operation.
  • the watercraft is able to arrive at, and depart, a mission area at high speeds and within minimum time, and to perform its dedicated tasks at low speeds and with high stability as required for these tasks.
  • Typical tasks that are performable by the watercraft include surveillance and firefighting at sea, for which a weighted, high rise mast that challenges the stability of the watercraft is required.
  • the watercraft of the present invention is also able to be engaged in various tasks such as towing, launching and recovery of underwater equipment, which are dependent upon improved stability with respect to what is achievable by prior art high speed watercraft in order to ensure success of the operation and survivability of the watercraft.
  • a transportable multitasking watercraft comprises a single planing hull for generating planing conditions, and one or more displaceable stabilizers provided with a buoyant element and operatively connected to said hull by arm means, said one or more stabilizers configured to maintain watercraft stability when submerged in a body of water and the speed of said watercraft is less than a planing inducing speed, wherein said watercraft has a length of no greater than 20 m, e.g. no greater than 12 m, and a length to beam ratio of at least 4.5 so as to be temporarily storable within a marine container when being transported to a desired operation zone.
  • the one or more displaceable stabilizers is removable from the body of water when the watercraft advances along the water body at high speeds of over 20 knots, to generate planing conditions and to provide the watercraft with the required hydrodynamic stability at high speeds.
  • the speed of the watercraft is less than a planing inducing speed of 15 knots when the one or more stabilizers are submerged in the body of water.
  • the arm means comprises one or more articulated arms, each link of said arms being extendable or pivotable.
  • the arm means comprises one or more extendable or retractable arms.
  • the one or more arms of each stabilizer is settable to a fully folded condition when the watercraft operates in a high speed mode.
  • the one or more stabilizers is settable to a safety mode when the watercraft is subjected to predetermined reduced stability conditions, the one or more stabilizers being suitably positionable during said safety mode so as to achieve an unaided righting operation following capsizing of the watercraft.
  • the one or more stabilizers is positioned during the safety mode such that the corresponding buoyant element thereof is vertically spaced from, and aligned with, the center of gravity of the watercraft.
  • the watercraft further comprises a drive mechanism and an actuator associated with the one or more stabilizers for displacing the one or more stabilizers to one of the high speed mode position, safety mode position, and stability mode position.
  • the watercraft further comprises control equipment for automatically displacing the one or more stabilizers in response to sensed conditions.
  • the watercraft further comprises control equipment for remotely displacing the one or more stabilizers in response to sensed conditions.
  • the watercraft further comprises one or more carriers removably securable to the hull, from each of which a payload is dischargeable in order to facilitate performance of a watercraft related task.
  • the one or more carriers is insertable within a recessed payload bay formed within the hull.
  • Each of the one or more carriers has a local controller that is in data communication with a main processor of the watercraft, and is configured to make an electrical connection with said main processor to facilitate data communication therewith when secured to the hull.
  • the watercraft comprises equipment interactable with a selected payload in such a way to facilitate performance of a watercraft related task selected from the group of launching said selected payload, discharging said selected payload into the sea, recovery of previously launched equipment or objects from the sea back into a payload bay or onboard the watercraft.
  • FIG. 1 is a perspective view of a watercraft according to one embodiment of the present invention, positioned in the safety mode!
  • FIG. 2 is a rear view of the watercraft of Fig. Y
  • FIG. 3 is side view of the watercraft of Fig. 1, when stowed and stored in a container;
  • FIG. 4 is a perspective view of the watercraft of Fig. 1, positioned in the high speed mode;
  • FIG. 5 is a rear view of the watercraft of Fig. 4;
  • FIG. 6 is a perspective view of the watercraft of Fig. 1, positioned in the safety speed mode;
  • Fig. 7 is a rear view of the watercraft of Fig. 6;
  • FIG. 8 and 9 are rear views of the watercraft of Fig. 6 at different stages of an unaided righting operation
  • ⁇ Fig. 10 is a method for automatically changing the watercraft's mode of operation, in response to detected in-transit and surrounding conditions;
  • FIG. 11- 13 are a perspective view of a watercraft according to another embodiment of the invention, set to the stability mode, high speed mode, and safety mode, respectively;
  • Fig. 14 is a perspective view of one type of a payload when discharged and extended from a carrier;
  • FIG. 15 is a perspective view of the watercraft of Fig. 1, showing another type of a payload when discharged and extended from a carrier;
  • FIG. 16 is a perspective view of the watercraft of Fig. 1, showing another type of a payload when protruding over its starboard side in order to conduct underwater surveillance;
  • FIG. 17 is a side view of the watercraft of Fig. 1, showing a sonar detector in an underwater operational position connected thereto;
  • Fig. 18 is a top view of Fig. 17. Detailed Description of Preferred Embodiments
  • the present invention is an elongated multitasking watercraft that is of sufficiently small dimensions so as to be temporarily storable within a standard marine container, to facilitate transportation to an operation zone.
  • the watercraft is provided with one or more displaceable stabilizers that terminate with a buoyant element to achieve stability and safety at both low speeds and high speeds.
  • Fig. 1 illustrates a watercraft generally indicated by numeral 10, according to one embodiment of the present invention.
  • Watercraft 10 which may be any suitable small sized vehicle having a length of less than 20 m, such as a high speed, rigid hull boat, a cigarette boat, or a rigid inflatable boat (RIB), has an elongated hull 5 in which is formed a central recessed payload bay 7 for storing a selected payload or in which may be seated an operator or other passengers.
  • Bay 7 divides hull 5 into fore section 6 and aft section 9.
  • Watercraft 10 also comprises an elongated stabilizer 14 provided with a buoyant element and having a longitudinal axis substantially parallel to the longitudinal axis of hull 5, when fully deployed in a stability mode as illustrated.
  • Two articulated, high strength arms 16 and 17 connect stabilizer 14 to fore section 6 and aft section 9, respectively, to assist in displacing the stabilizer when actuated.
  • Each link of arms 16 and 17 may be controllably extendible or retractable, and may be hydraulically, pneumatically or electrically actuated.
  • Watercraft 10 is afforded good roll stabihty at low speeds of less than 12 knots when stabilizer 14 is introduced into the surrounding water during the stabihty mode. Due to the low roll angles and high directional stability that are achievable, various operations may be performed with increased reliability such as lowering underwater equipment into the sea from a side of the aft of hull 5, deploying a high rise collapsible mast (HRCM) for increased surveillance capabilities, carrying out towing operations and deploying a dynamic positioning system when global positioning of the vehicle is required.
  • the depth to which stabilizer 14 is submerged may be controlled by selectively or controllably displacing one or more links of the arms 16 and 17.
  • An inverted U-shaped mast 8 sometimes referred to as an A-frame, on which is mounted on-board, water resistant vehicle equipment 12 protruding from aft section 9.
  • Mast 8 may be vertically displaceable.
  • the vehicle equipment 12 may include navigation equipment, surveillance equipment, communication equipment, control equipment, and command equipment for use during manned, remote, or autonomous unmanned operation.
  • the propulsion system is housed within aft section 9, and may be accessed through a door in bay 7.
  • the propulsion system may be any type well known to those skilled in the art, including but not limited to a diesel propulsion system, a hybrid propulsion system, and an electric propulsion system.
  • a drive mechanism for displacing mast 8 and arms 16 and 17 may be housed within fore section 6 or aft section 9.
  • Fig. 2 illustrates a rear view of watercraft 10.
  • Hull 5 is shown to be a planing hull that has two planing surfaces 21 and 22 defining a V shape with a deadrise ranging from 0 to 18 degrees. This configuration provides on one hand good planing characteristics at high speeds above 20 knots, while ensuring on the other hand sufficient seakeeping in rough seas.
  • the hull lacks any appendages that would cause in-water disturbances.
  • stabilizer 14 ensures watercraft stability during the performance of various low speed operations that cause prior art planing-hull watercraft to capsize.
  • Fig. 3 illustrates watercraft 10 in a stowed condition such that stabilizer 14 is compactly positioned above hull 5.
  • watercraft 10 is suitably dimensioned so that, when in the stowed condition, it may be retained within a standard marine container 20, e.g. having a length of approximately 12 m, a width of approximately 2.4 m, and a height of approximately 2.6 m, for transportation to an operation zone, whereat watercraft 10 is quickly unloaded from container 20, set to a deployed operational condition for carrying out a required task, and launched.
  • the watercraft may be launched from a mother ship, a port pier, or at or above a water surface, e.g. the sea shore.
  • the ability to transport a watercraft within a standard marine container is applicable to a watercraft with an overall maximum length of 12 meters.
  • the concept of enhancing low speed stability of high speed planing watercraft by retractable or foldable side stabilizers is applicable to watercraft of up to a length of approximately 20 meters and a length to beam ratio of greater than 4.5.
  • mast 8 may also be set to a stowed condition, as shown, by disengaging upper mast portion 18 from fixed lower mast portion 19 and angularly displacing upper mast portion 18, which is pivotally connected to fixed lower mast portion 19.
  • Upper mast portion 18 may be angularly displaced manually or by means of an actuator.
  • An interconnecting element for removably connecting upper mast portion 18 and lower mast portion 19, such as a pin, is engaged or disengaged manually to verify safe operation.
  • the watercraft can also operate in a high speed mode and in a safety mode, depending on the disposition of the stabilizer.
  • Figs. 4 and 5 illustrate watercraft 10 when stabilizer 14 is positioned in the high speed mode whereby links 26 and 27 of each of arms 16 and 17 are fully folded and stabilizer 14 is therefore located below the mast platform 29.
  • planing cruising conditions are generated while minimizing hydraulic drag and the risk of collision with a submerged object since stabilizer 14 is completely removed from the water. Since arms 16 and 17 are fully folded, aerodynamic drag is also minimized.
  • Figs. 6 and 7 illustrate an upright watercraft 10 when stabilizer 14 is positioned in the safety mode whereby distal link 27 is pivoted relative to the fully folded position shown in Fig. 5, while the position of proximal link 26 remains unchanged, and stabilizer 14 is therefore located above the mast platform 29, close to the lateral centerline of hull 5.
  • the safety mode is preferably activated when there are at least moderate wave conditions, for example when the sea state is 3 or the wave height is at least 90 cm. During the safety mode, the watercraft will be assured of being righted after capsizing.
  • This lateral spacing defines a righting arm RA to the stabilizer 14, whose product with the buoyancy force Bs provided by the stabilizer induces a righting producing moment which is greater than the capsizing producing moment that is a product of the moment arm MA to hull 5 and the buoyancy force BH provided by the hull. It is to be noted that an unaided righting operation is infeasible in prior art watercraft due to the lack of a buoyant element vertically spaced from the hull.
  • Fig. 10 illustrates a method for automatically changing the watercraft's mode of operation, in response to detected in-transit and surrounding conditions.
  • An autonomous, automatically operated watercraft is of great utility when the watercraft has to access dangerous surroundings, for example to monitor contaminated seawater during an occurrence of an oil spill or radioactive contamination, and to participate in a firefighting operation with respect to a spreading fire resulting from an offshore gas explosion by use of high rise water cannons.
  • step 31 the watercraft speedily advances in an intended direction, for example when involved in an evasive action or in order to arrive on time at a targeted destination, and operates in the high speed mode while the stabilizer is set to a completely folded condition.
  • the watercraft's main processor receives inputs from a plurality of sensors in step 33 for detecting various types of data such as speed, position and direction of watercraft, watercraft pitch and roll data, meteorological data including wind speed and detection of precipitation or fog, local wave height data, and watercraft engine performance data.
  • the stabilizer Upon determining from the sensed data that the watercraft is being subjected to predetermined reduced stability conditions that can potentially cause a capsizing event, the stabilizer is automatically displaced to the safety mode position in step 35 while the watercraft is allowed to continue to advance at high speed to its destination. If, however, the sensed data is indicative that the watercraft is being subjected to predetermined excessively reduced stability conditions, the watercraft is commanded in step 37 to abort its mission and return to base, or to the closest safe port.
  • the stabilizer When the watercraft arrives at its destination, or reduces its speed to a predetermined low level, the stabilizer is automatically displaced to the stability mode position in step 39, to ensure that various tasks will be reliability performed without risk of capsizing despite the normal instability of the planing hull at low speeds, particularly when the hull is loaded at one end.
  • the stabilizer is further commanded in step 41 to become additionally submerged during the stability mode if high wave conditions, or other reduced stability conditions, are determined.
  • the stabilizer may be similarly displaced by remote control in response to telemetered data that is received at a control station.
  • the watercraft may also be manned, allowing an operator to steer the watercraft and to planing-hull decide when to displace the stabilizer in accordance with received data readings.
  • a watercraft 50 may be provided with two displaceable stabilizers 54 and 55, in order to facilitate operation in the stability mode, high speed mode, and safety mode, whether automatically, remotely or locally operated, as described hereinabove.
  • the two stabilizers 54 and 55 may be synchronized for displacement in unison, or may be separately displaced.
  • Tubes 59 may be manually, remotely or automatically inflated or deflated, depending on the surrounding conditions.
  • one of the significant aspects of the present invention is the ability to perform various tasks at low speeds with the planing-hull watercraft while maintaining craft stability despite uneven loading conditions.
  • these tasks are made possible by deploying removable and dischargeable payload carriers that are insertable within the central bay of the watercraft.
  • Each of the carriers has a local controller that is in data communication with the watercraft's main processor, and is configured to make an electrical connection to facilitate the data communication when properly inserted within the bay.
  • a single carrier may be employed. If so desired, two or more carriers may be positioned by a side by side relationship, or alternatively may be positioned one on top of the other. When a controller is commanded, the corresponding payload is automatically discharged or retracted from the carrier.
  • Fig. 14 illustrates a high-rise antenna 61 that is retractable from carrier 63, for conducting day and night reconnaissance. After enough data has been acquired, the local controller is commanded to cause antenna 61 to become retracted and carrier 63 to be set to a closed condition. The stabilizer is then displaced to the high speed mode, allowing the watercraft to quickly advance to another location.
  • Carrier 63 fixedly received in the payload bay of watercraft 10 is illustrated in Fig. 15 and is shown to be in an opened condition while the payload 64 is fully extended.
  • a payload 67 is shown to be protruding over the starboard side of watercraft 10 in order to conduct underwater surveillance with sonar equipment, without compromising the stability of watercraft 10 by virtue of the deployment of stabilizer 14.
  • the watercraft is capable of autonomous or remote launching of various sensing and activating payloads such as underwater sonar detectors, Underwater Remotely Operated Vehicles (ROV), mine detectors, torpedoes and missiles.
  • Launching equipment is interactable with a selected payload in such a way to facilitate performance of a desired task.
  • the watercraft is capable of recovering the equipment into its payload bay.
  • a sonar detector 72 is shown in an underwater operational position after being launched from watercraft 10. Sonar detector 72 is connected by cable 76 to pivotal A-Frame 74 located at the stern of watercraft 10.
  • a controller 79 for pivotally displacing A- Frame 74 and operating launching equipment 78, locally or remotely, is also retained within payload bay 77. Following completion of the task, sonar detector 72 is raised onboard by winches and returned to a carrier within payload bay 77.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)

Abstract

L'invention porte sur un navire multitâche transportable, lequel navire comprend une coque planante unique pouvant générer des conditions de plané, et un ou plusieurs stabilisateurs mobiles comportant un élément flottant et reliés de façon fonctionnelle à ladite coque par un ou plusieurs bras. Le ou les stabilisateurs sont conçus pour maintenir la stabilité du navire quand il est submergé dans une masse d'eau et quand la vitesse du navire est inférieure à une vitesse facteur de plané. Le navire a une longueur qui n'est pas supérieure à 20 m, et un rapport longueur/largeur d'au moins 4,5, de façon à pouvoir être rangé temporairement à l'intérieur d'un conteneur quand il est transporté jusqu'à une zone de fonctionnement désirée.
PCT/IL2014/050542 2013-06-17 2014-06-16 Navire multitâche WO2014203244A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SG11201510314PA SG11201510314PA (en) 2013-06-17 2014-06-16 Multitasking watercraft

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IL227008A IL227008A (en) 2013-06-17 2013-06-17 Multi-use vessel
IL227008 2013-06-17

Publications (1)

Publication Number Publication Date
WO2014203244A1 true WO2014203244A1 (fr) 2014-12-24

Family

ID=49784197

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IL2014/050542 WO2014203244A1 (fr) 2013-06-17 2014-06-16 Navire multitâche

Country Status (3)

Country Link
IL (1) IL227008A (fr)
SG (1) SG11201510314PA (fr)
WO (1) WO2014203244A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105966568A (zh) * 2016-05-20 2016-09-28 武汉理工大学 一种装备于海事巡航搜救无人艇的自适应可调节装置
CN106004283A (zh) * 2016-07-13 2016-10-12 西藏长源动力科技有限公司 一种可用于两栖登陆作战的攻击型火力支援无人艇
CN108945282A (zh) * 2018-08-16 2018-12-07 山东钜策新材料科技有限公司 一种基于抵抗风浪的无人船炭纤维防护装置
CN115489656A (zh) * 2022-11-16 2022-12-20 山东科技大学 一种无人单体帆船用折叠浮体推进结构、工作方法
CN117533473A (zh) * 2024-01-09 2024-02-09 上海新纪元机器人有限公司 具有并联机器人装置的船舶及自平衡方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1074015A (en) * 1963-07-23 1967-06-28 Pacamaran Internat Ltd Collapsible craft supporting framework for catamaran type craft, land yachts and the like
US3792676A (en) * 1972-03-20 1974-02-19 W Craft Ballast attachment for boats
US4457248A (en) * 1980-06-25 1984-07-03 Thurston John W Multihull vessels
WO1998040272A1 (fr) * 1997-03-13 1998-09-17 Francis Dauphin Bras de liaison pliable pour trimaran
US6305306B1 (en) * 1998-01-30 2001-10-23 Joseph Michael Grzybowski Watercraft stabilizer system
US20120060737A1 (en) * 2010-09-10 2012-03-15 Barnitus Wong Deployable assembly
US20120216739A1 (en) * 2010-10-14 2012-08-30 Mauer Brian Retractable Stabilizer for Watercraft

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1074015A (en) * 1963-07-23 1967-06-28 Pacamaran Internat Ltd Collapsible craft supporting framework for catamaran type craft, land yachts and the like
US3792676A (en) * 1972-03-20 1974-02-19 W Craft Ballast attachment for boats
US4457248A (en) * 1980-06-25 1984-07-03 Thurston John W Multihull vessels
WO1998040272A1 (fr) * 1997-03-13 1998-09-17 Francis Dauphin Bras de liaison pliable pour trimaran
US6305306B1 (en) * 1998-01-30 2001-10-23 Joseph Michael Grzybowski Watercraft stabilizer system
US20120060737A1 (en) * 2010-09-10 2012-03-15 Barnitus Wong Deployable assembly
US20120216739A1 (en) * 2010-10-14 2012-08-30 Mauer Brian Retractable Stabilizer for Watercraft

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105966568A (zh) * 2016-05-20 2016-09-28 武汉理工大学 一种装备于海事巡航搜救无人艇的自适应可调节装置
CN106004283A (zh) * 2016-07-13 2016-10-12 西藏长源动力科技有限公司 一种可用于两栖登陆作战的攻击型火力支援无人艇
CN106004283B (zh) * 2016-07-13 2018-04-06 西藏长源动力科技有限公司 一种可用于两栖登陆作战的攻击型火力支援无人艇
CN108945282A (zh) * 2018-08-16 2018-12-07 山东钜策新材料科技有限公司 一种基于抵抗风浪的无人船炭纤维防护装置
CN115489656A (zh) * 2022-11-16 2022-12-20 山东科技大学 一种无人单体帆船用折叠浮体推进结构、工作方法
CN117533473A (zh) * 2024-01-09 2024-02-09 上海新纪元机器人有限公司 具有并联机器人装置的船舶及自平衡方法
CN117533473B (zh) * 2024-01-09 2024-04-12 上海新纪元机器人有限公司 具有并联机器人装置的船舶及自平衡方法

Also Published As

Publication number Publication date
SG11201510314PA (en) 2016-01-28
IL227008A0 (en) 2013-12-31
IL227008A (en) 2016-06-30

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