WO2016139627A1 - System for vessel control - Google Patents

System for vessel control Download PDF

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Publication number
WO2016139627A1
WO2016139627A1 PCT/IB2016/051221 IB2016051221W WO2016139627A1 WO 2016139627 A1 WO2016139627 A1 WO 2016139627A1 IB 2016051221 W IB2016051221 W IB 2016051221W WO 2016139627 A1 WO2016139627 A1 WO 2016139627A1
Authority
WO
WIPO (PCT)
Prior art keywords
vessel
mode
cat
swath
catamaran
Prior art date
Application number
PCT/IB2016/051221
Other languages
French (fr)
Inventor
Jens Bertil Arne ALLROTH
Original Assignee
Csl Holdings Ltd.
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 Csl Holdings Ltd. filed Critical Csl Holdings Ltd.
Priority to MYPI2017001292A priority Critical patent/MY194309A/en
Priority to EP16713994.8A priority patent/EP3265374A1/en
Priority to KR1020177026766A priority patent/KR102554633B1/en
Priority to CN201680013604.7A priority patent/CN107580579B/en
Publication of WO2016139627A1 publication Critical patent/WO2016139627A1/en

Links

Classifications

    • 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
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • 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
    • B63B1/107—Semi-submersibles; Small waterline area multiple hull vessels and the like, e.g. SWATH
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
    • B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C7/00—Methods or apparatus for discharging liquefied, solidified, or compressed gases from pressure vessels, not covered by another subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2207/00—Buoyancy or ballast means
    • B63B2207/02—Variable ballast or buoyancy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships

Definitions

  • the present invention relates to a system adapted for control of buoyancy of a vessel, which vessel is a catamaran (CAT), which catamaran is adapted to operate in a first CAT mode, which catamaran is adapted to operate in a second SWATH mode, which catamaran comprises a plurality of ballast tanks, which ballast tanks are mostly empty in the first CAT mode, which ballast tanks are mostly water-filled in the second SWATH mode.
  • CAT catamaran
  • the object of the invention can be achieved by a system as disclosed in the opening paragraph and further modified in that the first CAT mode lightship weight is distributed towards midship, and in the second SWATH mode water ballast is distributed towards the ends of vessel.
  • a vessel designed to operate in two different modes of operation can be achieved where a first CAT mode is preferred for transportation of the vessel which is highly efficient because the vessel is operating at a relatively low draft, and in the CAT mode, the water line follows the two hulls of the vessel.
  • the light ship CAT mode most of the mass of the ship is concentrated towards the mid-ship. In this way the moment of inertia is kept relatively small, and the efficiency of the active mode control foils and interceptors is improved.
  • the longitudinal metacentric height in the CAT mode is placed relatively high above the vessel. Therefore the ship has an increased stability, and it is possible by relatively low fuel consumption to operate at a relatively high speed of the vessel because most of the vessel is above water. Only the two hulls have to be driven through the water.
  • the vessel is relatively low in water, and the water plane is now distributed on the legs that are connecting the upper part of the vessel to the hulls in water. In that way, the vessel is much heavier because the ballast tanks are now filled with sea water and this leads to a distribution of the mass of the vessel so that heavy weights are formed in both ends of the vessel.
  • the longitudinal metacentre is placed relatively low compared with the place of the longitudinal metacentre in the CAT mode.
  • the vessel now forms a relatively stable working platform which vessel can be moved but at a lower speed than in the CAT mode.
  • the centre of floatation of the vessel in the first CAT mode can be located well aft of midship. Hereby further hydrodynamic stabilisation of the ship can be achieved.
  • the seawater ballast tanks will most often be empty but it is possible to adjust the water level in the ballast tanks.
  • a quickly acting sea water ballast system in the first CAT mode of operation can be driven by at least one air compressor.
  • the ballast system it is possible relatively fast to change the amount of ballast that is effected by the compressors, which in one situation are able to fill the ballast tanks by reducing the pressure above the water level in the tanks, and in the opposite situation, the same compressors can increase the air pressure above the water level and thereby press the water out of the ballast tank. It is possible to let the compressors work in common with more tanks, but it is also possible by a preferred em- bodiment to have one compressor per tank.
  • the system can comprise one or more foils and/or interceptors, which foils and/or interceptors are controlled by an active ride control system.
  • foils and/or interceptors are controlled by an active ride control system.
  • the front end of the vessel primarily in the two longitudinal hulls, it is possible by using foils or interceptors by changing the pitch of the foils and thereby change the position of the vessel in the water because by means of the foil it is possible to increase or decrease pitch- and roll-inducing forces acting on the hulls.
  • the water plane area in the second SWATH mode can be distributed on three or more legs.
  • the water plane in the SWATH mode the water plane is very limited because the water plane is only around the relatively small-area legs that are connecting the upper part of the vessel with the two longitudinal hulls. In that way the influence of the waves rolling along the ship is very limited because the volume for drift that is being changed to be below or above water level is very limited.
  • the main part of the water plane area in the second SWATH mode can be concentrated towards mid ship.
  • the longitudinal metacentre is placed relatively low.
  • a quickly acting sea water ballast system in the second SWATH mode can be driven by air compressors used for trim of the vessel.
  • air compressors used for trim of the vessel.
  • vertical accelerations of the vessel can be reduced by increasing the moment of inertia of the vessel by increasing the mass of the vessel, and by maximizing the distance between the water ballast and the vessel centre of gravity. Large vertical accelerations on a vessel have several negative effects on the operabil- ity of the vessel and its crew.
  • the vertical accelerations are directly connected to the metacentric height, which is a measurement of the initial static stability of a floating body.
  • the floating body is a catamaran vessel with the ability to increase the draft into the second SWATH mode (Small Waterplane Area Twin Hull) by means of a quickly acting sea water ballast system.
  • SWATH mode Small Waterplane Area Twin Hull
  • a large metacentric height generally results in large accelerations.
  • a too small metacentric height endangers the stability of the ves- sel.
  • the metacentric height is calculated as the distance between the centre of gravity of a ship (G) and its metacentre (M).
  • the metacentre is determined by the ratio between the inertia resistance of the boat and the volume of the boat.
  • the inertia resistance is a quantified description of how the water plane area at the waterline is distributed in order to resist overturning.
  • M L longitudinal
  • M T transverse
  • the accelerations can be reduced by increasing the moment of inertia of the vessel. In practice this can be effected by increasing the mass of the vessel and by maximizing the distance between the weight and the vessel centre of gravity. A light- weight vessel generally experiences larger accelerations than does a heavier vessel.
  • the reason for changing into SWATH mode is to cancel the poor acceleration characteristics of a high-speed catamaran hull by making use of the above-mentioned principles.
  • the waterplane area is minimized and concentrated towards midship.
  • the mass is increased as the ballast tanks are filled with sea water, and the location of the tanks further increases the moment of inertia.
  • the result is a vessel with both the characteristics of a high-speed catamaran, as well as the benefits of a very stable working platform of a SWATH vessel. It is all made possible by a quickly acting sea water ballast system driven by air compressors.
  • Centre of floatation is located well aft of midship
  • Active ride control system is operating via multiple foils and/or interceptors
  • Figure 1 shows a sectional view of a vessel.
  • Figure 2 shows a further sectional view of the invention.
  • FIG. 1 shows a sectional view of a vessel 4 which vessel comprises a deck or upper section and underwater hulls 6,8 which underwater hulls 6,8 comprise front ballast tanks 10,2 and aft ballast tanks 14,16. Further there are indicated engine rooms 18,20 and on the deck there are indicated front compressors 22,24 and aft compressors 26,28.
  • the vessel 2 In CAT mode the vessel 2 will operate with ballast tanks 10, 12 and 14, 16 being mostly empty. Therefore a relatively heavy mass of the vessel is concentrated in the engine rooms 18,20. Therefore most of the weight of the ship is concentrated near the centre. In the CAT mode where the mass is concentrated midship whereby a relatively high placement of the longitudinal metacentre is achieved. In the opposite position when the ballast tanks 10,12 and 14,16 are mostly water-filled, the vessel is operating in SWATH mode. The heavy weight of the ballast water is now placed in the front and in the aft of the hulls. This will give a mostly lower placement of the longitudinal metacentric height. Hereby a relatively stabilised working condition is achieved when the ship has to be operating for example near an open-sea windmill farm.
  • the SWATH mode is highly efficient for keeping the vessel very stable, but is not effi- cient for sailing over long distances.
  • FIG. 2 shows a further sectional view of the invention, but now in the horizontal plane, and relatively below water level.
  • the figure 2 indicates the two underwater hulls 6,8 comprising ballast tanks 10,12,14 and 16. Further there are indicated engine rooms 18 and 20 placed in the hulls 6,8. Front thrusters are indicated in cavities 30 and 32 in the hulls 6,8. The front thrusters of course comprise one or more propels which can be operated in the channels 30,32. Further there are indicated foils 34 and 36 which foils are operated by actuators 38 and 40. Additional foils and/or interceptors may be located near the stern. Aft of the hulls 6,8 there are indicated screw shafts 42 and 44 and screws 46 and 48. The screws may also be located below the hulls.
  • ballast tanks 10,12,14, 16 can more or less be filled with seawater by means of compressors as indicated in fig. 1.
  • the foils 34,36 can be turned or pitch-controlled by the actuators 38,40. Because the change of the foils can be performed rather rapidly it is a highly efficient way of achieving further stability of the vessel 4. If the vessel has some speed ahead it is possible to change the pitch and roll by turning the foils 34,36 and in that way stabilise the vessel.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

The present invention relates to a system adapted for control of buoyancy of a vessel, which vessel is a catamaran (CAT), which catamaran is adapted to operate in a first CAT mode, which catamaran is adapted to operate in a second SWATH mode, which catamaran comprises a plurality of ballast tanks, which ballast tanks are mostly empty in the first CAT mode, which ballast tanks are mostly water-filled in the second SWATH mode. It is the object of the pending patent application invention to increase the stability of a vessel in both CAT mode and in SWATH mode. The object of the invention can be achieved if the first CAT mode lightship weight is distributed to- wards mid ship, and in the second SWATH mode is water ballast is distributed to- wards the ends of vessel. Hereby a vessel designed to operate in two different modes of operation can be achieved where a first CAT mode is preferred for transportation of the vessel and which is highly effective efficient because the vessel is operating at a relatively high level, and in the CAT mode, the water line follows the two hulls of the vessel.

Description

System for vessel control
Field of the Invention
The present invention relates to a system adapted for control of buoyancy of a vessel, which vessel is a catamaran (CAT), which catamaran is adapted to operate in a first CAT mode, which catamaran is adapted to operate in a second SWATH mode, which catamaran comprises a plurality of ballast tanks, which ballast tanks are mostly empty in the first CAT mode, which ballast tanks are mostly water-filled in the second SWATH mode.
Object of the Invention
It is the object of the invention to increase the stability of a vessel in both CAT mode and in SWATH mode.
Description of the Invention
The object of the invention can be achieved by a system as disclosed in the opening paragraph and further modified in that the first CAT mode lightship weight is distributed towards midship, and in the second SWATH mode water ballast is distributed towards the ends of vessel.
Hereby a vessel designed to operate in two different modes of operation can be achieved where a first CAT mode is preferred for transportation of the vessel which is highly efficient because the vessel is operating at a relatively low draft, and in the CAT mode, the water line follows the two hulls of the vessel. In the light ship CAT mode, most of the mass of the ship is concentrated towards the mid-ship. In this way the moment of inertia is kept relatively small, and the efficiency of the active mode control foils and interceptors is improved.
Hereby is achieved that the longitudinal metacentric height in the CAT mode is placed relatively high above the vessel. Therefore the ship has an increased stability, and it is possible by relatively low fuel consumption to operate at a relatively high speed of the vessel because most of the vessel is above water. Only the two hulls have to be driven through the water. In the SWATH mode instead, the vessel is relatively low in water, and the water plane is now distributed on the legs that are connecting the upper part of the vessel to the hulls in water. In that way, the vessel is much heavier because the ballast tanks are now filled with sea water and this leads to a distribution of the mass of the vessel so that heavy weights are formed in both ends of the vessel. In that way it is achieved that the longitudinal metacentre is placed relatively low compared with the place of the longitudinal metacentre in the CAT mode. Hereby is achieved that the vessel now forms a relatively stable working platform which vessel can be moved but at a lower speed than in the CAT mode.
In a preferred embodiment for the invention, in the first CAT mode the centre of floatation of the vessel can be located well aft of midship. Hereby further hydrodynamic stabilisation of the ship can be achieved. In the CAT mode, the seawater ballast tanks will most often be empty but it is possible to adjust the water level in the ballast tanks.
In a further preferred embodiment for the invention, in the first CAT mode of operation a quickly acting sea water ballast system can be driven by at least one air compressor. With the ballast system it is possible relatively fast to change the amount of ballast that is effected by the compressors, which in one situation are able to fill the ballast tanks by reducing the pressure above the water level in the tanks, and in the opposite situation, the same compressors can increase the air pressure above the water level and thereby press the water out of the ballast tank. It is possible to let the compressors work in common with more tanks, but it is also possible by a preferred em- bodiment to have one compressor per tank. When working with one compressor per tank, these compressors can be connected by tubing in a way so that compressors can take over the function of other compressors in situations where malfunction of one of the compressors occurs. In a further preferred embodiment for the invention the system can comprise one or more foils and/or interceptors, which foils and/or interceptors are controlled by an active ride control system. In the front end of the vessel, primarily in the two longitudinal hulls, it is possible by using foils or interceptors by changing the pitch of the foils and thereby change the position of the vessel in the water because by means of the foil it is possible to increase or decrease pitch- and roll-inducing forces acting on the hulls. By having the possibility of changing the draft on the front end of the hulls in both sides, it is thereby possible to achieve a fast pitch and roll regulation of the hulls.
In a further preferred embodiment for the invention, in the second SWATH mode the water plane area can be distributed on three or more legs. Hereby is achieved that in the SWATH mode the water plane is very limited because the water plane is only around the relatively small-area legs that are connecting the upper part of the vessel with the two longitudinal hulls. In that way the influence of the waves rolling along the ship is very limited because the volume for drift that is being changed to be below or above water level is very limited.
In a further preferred embodiment for the invention, in the second SWATH mode the main part of the water plane area can be concentrated towards mid ship. Hereby it can be achieved that the longitudinal metacentre is placed relatively low.
In a further preferred embodiment for the invention, in the second SWATH mode a quickly acting sea water ballast system can be driven by air compressors used for trim of the vessel. By means of the air compressors it is possible to change the pressure in the seawater ballast tanks, as the ballast tanks can be filled with seawater by reducing the air pressure above the water level, and the ballast tanks can be emptied by increasing the air pressure above the water level. In a further preferred embodiment for the invention, vertical accelerations of the vessel can be reduced by increasing the moment of inertia of the vessel by increasing the mass of the vessel, and by maximizing the distance between the water ballast and the vessel centre of gravity. Large vertical accelerations on a vessel have several negative effects on the operabil- ity of the vessel and its crew. The vertical accelerations are directly connected to the metacentric height, which is a measurement of the initial static stability of a floating body. In this case the floating body is a catamaran vessel with the ability to increase the draft into the second SWATH mode (Small Waterplane Area Twin Hull) by means of a quickly acting sea water ballast system. A large metacentric height generally results in large accelerations. A too small metacentric height endangers the stability of the ves- sel.
The metacentric height is calculated as the distance between the centre of gravity of a ship (G) and its metacentre (M). The metacentre is determined by the ratio between the inertia resistance of the boat and the volume of the boat. The inertia resistance is a quantified description of how the water plane area at the waterline is distributed in order to resist overturning. On vessels one usually talks about the longitudinal (ML) and the transverse (MT) metacentric height which refer to the initial static stability of the vessel in pitch and roll respectively. To achieve a large longitudinal metacentric height one would prefer a large water plane area which distribution is concentrated towards the ends of the vessel.
Further, the accelerations can be reduced by increasing the moment of inertia of the vessel. In practice this can be effected by increasing the mass of the vessel and by maximizing the distance between the weight and the vessel centre of gravity. A light- weight vessel generally experiences larger accelerations than does a heavier vessel.
Unfortunately the hull design characteristics that favour high speed result in a water plane area that is concentrated towards the aft end of the vessel, and thereby increases the metacentric height. Light weight is also preferred to achieve a high cruising speed at low fuel consumption. Again, this results in large accelerations on board.
The reason for changing into SWATH mode is to cancel the poor acceleration characteristics of a high-speed catamaran hull by making use of the above-mentioned principles. The waterplane area is minimized and concentrated towards midship. The mass is increased as the ballast tanks are filled with sea water, and the location of the tanks further increases the moment of inertia. The result is a vessel with both the characteristics of a high-speed catamaran, as well as the benefits of a very stable working platform of a SWATH vessel. It is all made possible by a quickly acting sea water ballast system driven by air compressors. CAT mode
Centre of floatation is located well aft of midship
· Lightship weight is distributed towards midship
Quickly acting sea water ballast system is driven by air compressors
Active ride control system is operating via multiple foils and/or interceptors
SWATH mode
· Waterplane area is distributed on three or more legs
• Main part of waterplane area is concentrated towards midship
• Water ballast is distributed towards ends of vessel
Quickly acting sea water ballast system is driven by air compressors
Description of the Drawing
Figure 1 shows a sectional view of a vessel.
Figure 2 shows a further sectional view of the invention.
Detailed Description of the Invention
Figure 1 shows a sectional view of a vessel 4 which vessel comprises a deck or upper section and underwater hulls 6,8 which underwater hulls 6,8 comprise front ballast tanks 10,2 and aft ballast tanks 14,16. Further there are indicated engine rooms 18,20 and on the deck there are indicated front compressors 22,24 and aft compressors 26,28.
In CAT mode the vessel 2 will operate with ballast tanks 10, 12 and 14, 16 being mostly empty. Therefore a relatively heavy mass of the vessel is concentrated in the engine rooms 18,20. Therefore most of the weight of the ship is concentrated near the centre. In the CAT mode where the mass is concentrated midship whereby a relatively high placement of the longitudinal metacentre is achieved. In the opposite position when the ballast tanks 10,12 and 14,16 are mostly water-filled, the vessel is operating in SWATH mode. The heavy weight of the ballast water is now placed in the front and in the aft of the hulls. This will give a mostly lower placement of the longitudinal metacentric height. Hereby a relatively stabilised working condition is achieved when the ship has to be operating for example near an open-sea windmill farm. The SWATH mode is highly efficient for keeping the vessel very stable, but is not effi- cient for sailing over long distances.
Figure 2 shows a further sectional view of the invention, but now in the horizontal plane, and relatively below water level. The figure 2 indicates the two underwater hulls 6,8 comprising ballast tanks 10,12,14 and 16. Further there are indicated engine rooms 18 and 20 placed in the hulls 6,8. Front thrusters are indicated in cavities 30 and 32 in the hulls 6,8. The front thrusters of course comprise one or more propels which can be operated in the channels 30,32. Further there are indicated foils 34 and 36 which foils are operated by actuators 38 and 40. Additional foils and/or interceptors may be located near the stern. Aft of the hulls 6,8 there are indicated screw shafts 42 and 44 and screws 46 and 48. The screws may also be located below the hulls.
In operation the ballast tanks 10,12,14, 16 can more or less be filled with seawater by means of compressors as indicated in fig. 1. The foils 34,36 can be turned or pitch- controlled by the actuators 38,40. Because the change of the foils can be performed rather rapidly it is a highly efficient way of achieving further stability of the vessel 4. If the vessel has some speed ahead it is possible to change the pitch and roll by turning the foils 34,36 and in that way stabilise the vessel.
Reference numbers used in drawings
2 System
4 vessel
6 hull
8 hull
10 Ballast tank
12 Ballast tank
14 Ballast tank
16 Ballast tank
18 engine room
20 engine room compressor compressor compressor compressor thruster cavity thruster cavity foil foil foil controller foil controller shaft shaft screw screw

Claims

1. System (2) adapted for control of buoyancy of a vessel (4), which vessel (4) is a catamaran (CAT), which catamaran is adapted to operate in a first CAT mode, which catamaran is adapted to operate in a second SWATH mode, which catamaran comprises a plurality of ballast tanks (10,12,14,16), which ballast tanks (10, 12,14,16) are mostly empty in the first CAT mode, which ballast tanks (10, 12, 14, 16) are mostly water-filled in the second SWATH mode, characterized in that in the first CAT mode lightship weight is distributed towards midship, and in the second SWATH mode wa- ter ballast is distributed towards the ends of the vessel.
2. System according to claim 1, characterized in that in the first CAT mode the centre of floatation of the vessel is located well aft of midship.
3. System according to claim 1 or 2, characterized in that in the first CAT mode of operation a quickly acting sea water ballast system is driven by at least one air compressor (22,24,26,28).
4. System according to one of the claims 1-3, characterized in that the system com- prises one or more foils and/or interceptors (34,36), which foils and/or interceptors
(34,36) are controlled by an active ride control system.
5. System according to one of the claims 1-4, characterized in that in the second SWATH mode the waterplane area is distributed on three or more legs.
6. System according to one of the claims 1-5, characterized in that in the second SWATH mode the main part of the waterplane area is concentrated towards midship
7. System according to one of the claims 1-6, characterized in that in the second SWATH mode the quickly acting sea water ballast system is driven by the air compressors (22,24,26,28) in use for trim of the vessel.
8. System according to one of the claims 1-7, characterized in that vertical accelerations of the vessel are reduced by increasing the moment of inertia of the vessel by increasing the mass of the vessel, and by maximizing the distance between the water ballast tanks (10,12, 14,16) and the vessel centre of gravity.
PCT/IB2016/051221 2015-03-04 2016-03-04 System for vessel control WO2016139627A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
MYPI2017001292A MY194309A (en) 2015-03-04 2016-03-04 System for vessel control
EP16713994.8A EP3265374A1 (en) 2015-03-04 2016-03-04 System for vessel control
KR1020177026766A KR102554633B1 (en) 2015-03-04 2016-03-04 Systems for ship control
CN201680013604.7A CN107580579B (en) 2015-03-04 2016-03-04 System for ship control

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA201570119 2015-03-04
DKPA201570119A DK178739B1 (en) 2015-03-04 2015-03-04 System for vessel control

Publications (1)

Publication Number Publication Date
WO2016139627A1 true WO2016139627A1 (en) 2016-09-09

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PCT/IB2016/051221 WO2016139627A1 (en) 2015-03-04 2016-03-04 System for vessel control

Country Status (6)

Country Link
EP (1) EP3265374A1 (en)
KR (1) KR102554633B1 (en)
CN (1) CN107580579B (en)
DK (1) DK178739B1 (en)
MY (1) MY194309A (en)
WO (1) WO2016139627A1 (en)

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KR20170128357A (en) 2017-11-22
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DK178739B1 (en) 2016-12-19
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