WO2017201234A1 - Navire avec éléments de coque sélectivement déployables - Google Patents

Navire avec éléments de coque sélectivement déployables Download PDF

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Publication number
WO2017201234A1
WO2017201234A1 PCT/US2017/033245 US2017033245W WO2017201234A1 WO 2017201234 A1 WO2017201234 A1 WO 2017201234A1 US 2017033245 W US2017033245 W US 2017033245W WO 2017201234 A1 WO2017201234 A1 WO 2017201234A1
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WO
WIPO (PCT)
Prior art keywords
vessel
hull
members
retracting
primary
Prior art date
Application number
PCT/US2017/033245
Other languages
English (en)
Inventor
Timothy Curtis
Original Assignee
Birdon (Uk) Limited
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 Birdon (Uk) Limited filed Critical Birdon (Uk) Limited
Publication of WO2017201234A1 publication Critical patent/WO2017201234A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B7/00—Collapsible, foldable, inflatable or like vessels
    • B63B7/02—Collapsible, foldable, inflatable or like vessels comprising only rigid parts
    • 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 
    • 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
    • B63B2001/145—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 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 
    • B63B7/00—Collapsible, foldable, inflatable or like vessels
    • B63B2007/006—Collapsible, foldable, inflatable or like vessels comprising nestable elements
    • 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
    • B63B2035/001—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for for beach loading or unloading, e.g. landing crafts

Definitions

  • TITLE VESSEL WITH SELECTIVELY DEPLOYABLE HULL
  • the present disclosure relates, in some embodiments to a nautical vessel with two or more independent hull members connected to a central primary hull wherein the location of hull members can be controllably manipulated relative to the primary hull and to the sea in order to alter the draft of the vessel. More specifically, the disclosure provides for a vessel having a primary hull with one or more deployable hull members that are capable of movement independent of primary hull in order to transform between one or more vessel configurations selected from a group comprising barge mode, hydrofoil, catamaran, SWATH, and any variations thereof.
  • Figure 1 is a side angled view of one embodiment of the present invention which depicts a SWATH landing vessel with its twin hulls deployed.
  • Figure 2 is a front angled view of the same vessel in Figure 1.
  • Figure 3 is a rear angled view of the same vessel in Figure 1.
  • Figure 4 is a cut view of the twin hulls from Figures 1-3.
  • Figure 5 a rear angled view of the same vessel of Figure 1 with the twin hulls retracted into the primary hull.
  • Figure 6 is a rear angled view showing the same vessel in Figure 5 with the twin hulls deployed.
  • Figure 7 is a cross-sectional view showing the primary hull with the twin hulls retracted.
  • Figure 8 is a side view of one of the twin hulls showing components of the twin hull.
  • Figure 9 is a front cutaway view of one embodiment of the present invention which depicts overhangs built out from the primary hull and personnel compartments.
  • Figure 10 is cut away view of the vessel in Figure 9 depicting the landing craft mode.
  • Figure 1 1 is a cut away view of the vessel in Figure 9 depicting the catamaran mode.
  • Figure 12 is a side angled view of the vessel in Figure 9 depicting the catamaran mode.
  • Figure 13 is a side angled view of the vessel in Figure 9 depicting the landing craft mode.
  • Figure 14 depicts the tension members that connect from the hull members to the primary hull.
  • Nautical vessels continue to be at the forefront of trade, transportation, and military focus. Specialized ships are constantly being designed to fit particular needs in these fields. However, the more specialized a ship' s design, the more narrow its overall function.
  • Vessel draft plays an important role in the vessel' s stability, with deeper drafts generally providing greater stability and the ability to operate at faster speeds. Draft is a function of many components, most primarily a function of the vessel' s hull design. Historically, vessel hulls are either traditionally optimized for use in either shallow water or in deep water. Shallower waters necessitate a vessel with low draft to prevent grounding and allow beaching. However, although a shallow draft may allow for operation in shallower waters, this comes at a price as shallow draft vessels do not operate well in open seas or at high speed.
  • the instant invention seeks to provide a multi-use vessel with two or more independent hull members connected to a central primary hull wherein the location of hull members can be controllably manipulated relative to the primary hull and to the sea in order to alter the draft of the vessel.
  • a catamaran is a vessel consisting of two separated hulls joined by a frame.
  • Catamaran or “Catamaran mode” refers to the configuration of the vessel wherein the hull members are extended so as to lift the primary hull of the vessel out of the water, but the pontoons are not entirely submerged. This configuration offers greater stability and increased speeds than traditional monohulls.
  • barge or “barge mode” refers to the configuration of the vessel wherein the hull members are completely retracted such that the primary hull is in contact with the surface of the water, thereby providing at least some buoyancy for the vessel. This configuration may be ideal during landing for unloading/loading of cargo and during failsafe operation as described herein.
  • SWATH stands for a Small-Waterp lane- Area Twin Hull.
  • a SWATH is a twin-hull vessel designed to minimize hull cross section area at the sea' s surface, thereby minimizing the vessel' s volume near the surface area of the sea or other body of water in which the vessel is located. Instead, a bulk of the displacement necessary to keep the vessel afloat is located in the twin hulls which are projected into the sea where they are located beneath the waves. In many circumstances, it can be advantageous to reduce the surface area and volume of the vessel at the sea' s surface where wave energy is located.
  • SWATH SWATH-type hull members being completely extended so as to lift the primary hull of the vessel out of the water, but with the hull members submerged under water.
  • the Vessel with Selectively Deployable Hull Members as described herein is a marine vessel that comprises a novel type of marine vessel hull form that allows for numerous configurations to maximize the versatility of the vessel for operation conditions.
  • the ideal configuration is completely different with varying vessel drafts.
  • hull members retractable hull extensions
  • the deployable hull members convert a high speed catamaran into a shallow draft landing craft in barge mode.
  • the hulls when the vessel is traveling along open waters, the hulls can be deployed to catamaran or SWATH mode to raise the main hull clear of the water to decrease contact friction and maintain higher seakeeping ability.
  • the hulls When the vessel is in shallow water, for example during unloading and loading of cargo or barge mode, the hulls can be retracted to account for a shallow draft.
  • FIG. 1-14 an embodiment of a vessel with selectively deployable hull members is provided herein and depicted in Figures 1-14 as a landing craft because it is a type of vessel that may routinely switch between a slow heavy operating condition and a fast light condition or, in alternate or concurring uses, may have to limit its depth to accommodate for operations in shallower water.
  • vessel 0 is depicted as a landing craft comprising generally, a primary hull 1, two hull members or pontoons 2 which are capable of deploying from and retracting into tunnels 3, which may also come in the form of side notches, in primary hull 1, a topside 4, a superstructure 5, bow loading door 6a, stern loading door 6b, and a non-depicted propulsion means 10.
  • the primary hull 1 is made of aluminum although other embodiments may be used.
  • the hull members 2 may be fully extended into catamaran or SWATH mode or fully retracted in barge mode. It may be advantageous in other embodiments to include other modes somewhere in between fully extended and fully retracted.
  • the two hull members 2 comprise elongated tubular hull structures with a front of bow end 2a and a distal, rear or stern end 2b.
  • the hull member 2 When the hull member 2 is in the deployed position, it ideally sits below the water' s surface and acts as a submarine hull as would be understood by one having ordinary skill in the art.
  • the hull members 2 comprise hollow compartments in which various components can be housed.
  • ballast tank 8 is a compartment within a boat, ship or other floating structure that holds water, which is used as ballast to provide stability and/or trim the vessel.
  • the ballast tanks 8 are filled with water or other materials to refine the buoyancy of the hull members 2 depending on the desired depth for the hull member 2 to reside.
  • the ballast tanks 8 can be controllably filled or drained to selectively control the buoyancy of the hull members 2. For example, in shallower water, it may be desirable to have a more buoyant hull member 2 to increase the buoyancy and thereby raise the depth at which the hull members 2 will reside. To do so, water would be pumped out of the ballast tanks 8.
  • a propulsion means 10 is built directly into the hull members 2. It is readily understood that the propulsion means 10 does not always have to be located within the hull member 2; however, it is necessary that the propulsion means 10 is capable of working when the hull members 2 are deployed. As depicted, the propulsion means 10 is a waterjet 10b powered by a motor 10a which received fuel fed from fuel tank 9, each component of which is in the hull member 2. In alternate embodiments, the propulsion means 10 can be one of many known in the art, including propeller driven systems attached to a motor 10a that either runs on fuel or electricity or a hydraulic motor. Likewise, while the fuel source is located in the hull member 2 in the present embodiment, it is possible that the source can be located in the primary hull 1 or elsewhere in vessel 0.
  • the hull members 2 may act as SWATH or catamaran hulls or pontoons when deployed, it can be advantageous to shape the hull member 2 in a manner such that it is hydrodynamic. Accordingly, the hull members 2 are typically streamlined in shape and encompass a bow end 2a that is shaped to facilitate a hydrodynamic glide through the water. For example, the depicted front end bow end 2a is bulbous in shape, although various other shapes and designs can be incorporated.
  • the primary hull 1 is shown having a substantially planar exterior surface with longitudinal tunnels 3 running from the bow to the stern. It is readily understood that in various embodiments with different types or forms of vessels that the primary hull 1 does not have to have a substantially planar exterior and may have a curved hull.
  • the tunnels 3 extend from the bow of the primary hull 1 to its stern and are diametrically larger than hull members 2 such that substantially all of hull members 2 can be housed within the tunnels 3 when in the retracted position.
  • tunnels 3 and hull members 2 may be formed in segments such that multiple hull members 2 are employed, each of which corresponds with one a number of tunnels 3 or caverns in the primary hull 1 instead of a single unitary tunnel 3 corresponding with a single unitary hull member 2.
  • Figure 9 depicts another embodiment of the invention wherein overhangs 11 house the retracted hull members 2 rather than tunnels 3.
  • overhangs 11 mirror the size of the hull members 2 in width allowing the hull members 2 to fit snug underneath the overhangs 11.
  • the primary hull 1 further comprises a notch that corresponds in slope to a portion of the hull member 2.
  • the overhangs 11 are smaller in width than the hull members 2.
  • Hull members 2 are connected to the vessel 0 via support columns 7 or "struts" which extend upwards through the tunnels 3 and into the primary hull 1 whereby the support columns 7 are secured to the vessel 0 via fasteners such as bolts and other mechanical means, although they may also be welded to the vessel 0 and hull members 2.
  • the support columns 7 do not obstruct access to key features such as the engine room and capstan and facilitate larger cargo areas.
  • the support columns 7 are made of metal with a high fatigue tolerance and that is relatively light weight.
  • the support columns 7 are made of aluminum alloys.
  • the support columns 7 are made of steel.
  • the support columns 7 are made of a composite.
  • the vessel 0 further comprises a hull deployment means 14 which is capable of controllably deploying the hull members 2 out from the primary hull 1 and retracting the hull members 2 back towards the primary hull 1 such that they are substantially housed within the overhangs 11.
  • a hull deployment means 14 is capable of controllably deploying the hull members 2 out from the primary hull 1 and retracting the hull members 2 back towards the primary hull 1 such that they are substantially housed within the overhangs 11.
  • One embodiment of the deployment means 14 is depicted in Figure 14. It may be beneficial to include an interlock to prevent the vessel 0 from changing modes at higher speeds.
  • the interlock restricts the transitioning of hull members 2 between the various modes at a pre-set speed limit, such as, for example, below four knots.
  • FIG. 14 One embodiment of a deployment means 14 is depicted in Figure 14.
  • Some illustrative examples may include motors, hydraulic pumps, electric motors, mechanical winches, hydraulic cylinders and combinations thereof.
  • the support columns 7 each use redundant synchronized hydraulic cylinders to raise and lower the hull members 2 in unison to shift between the various modes.
  • the hull members 2 can be fully extended or retracted, 10-foot total stroke, in approximately two minutes.
  • a hydraulically operated locking pin system engages to unload the hydraulic cylinders from the dynamic loads of the vessel.
  • the locking pins can be hydraulically or manually disengaged to allow the vessel to return to barge mode in the unlikely event of a system power failure, enabling the vessel to safely complete its mission. This key feature eliminates the risk of system abort and assures continuity of operations.
  • the raising and lowering system uses conventional commercial hydraulic cylinders which are synchronized to prevent racking forward and aft.
  • the port and starboard side hull members 2 are also synchronized to ensure that the vessel raises and lowers symmetrically.
  • control system features Programmable Logic Controller
  • the PLC-based lift system controls each lift cylinder by modifying the command to each proportional valve as a function of each lift cylinder position, which is measured in real time via position sensors. Additionally, the main PLC concurrently can monitor the different sensors and displays values/errors on the operator panel. Redundancy is achieved and single-point failure analysis is used when designing all aspects of the PLC control system and all portions of the supply of the hydraulic system.
  • the support columns 7 are guided by rollers and bearing plates to restrain the transverse and longitudinal loading. The vertical loading may be restrained by the hydraulic cylinders during the transition phase, and the hydraulically-controlled locking pins control vertical loading during operation. The hydraulic locking pins allow the system to remain in the desired mode without requiring hydraulic pressure or overstressing the system.
  • each support column 7 has two cylinders for raising and lowering. In the event of a cylinder failure, only one cylinder is required to actuate the system using increased hydraulic pressure. This is yet another key feature of the design which is included to mitigate risk of system abort.
  • the lift cylinders are mounted rod-down to protect the seals from debris ingestion, and each cylinder is oriented to compensate for the maximum loading in tension and the minimum loading in compression. This orientation approach reduces the buckling loads on the cylinder rods for optimized performance and durability.
  • electric linear actuators are used as the hull deployment means.
  • a screw drive is used as the hull deployment means.
  • the screen and screw drive may be made of suitable metals.
  • a rack and pinion drive may be used.
  • a rack and pinion drive is similar to a Flender drive.
  • the hull deployment means is in electronic communication with a control panel through which a user is capable of controlling the deployment and retraction of the hull members 2.
  • sensors can be mounted onto the hull members 2 or to the support columns 7 so that the user or automated control panel will be able to detect the location and speed of the hull member 2 during deployment and retraction so as to allow for correction to ensure proper deployment or proper retraction.
  • portions of the hull members 2 are capable of being raised and lowered at different speeds or amounts such that the front or back of the hull member 2 may be deeper or shallower than the distal end 2b.
  • separate deployment means can be attached to the front support columns 7 and the back support columns 7, allowing for each to be deployed or retracted at different speeds.
  • hull members are moveable between two general positions - fully extended from the primary hull 1 or fully retracted into the primary hull 1.
  • Figure 12 depicts the present embodiment in fully extended catamaran mode.
  • Figure 13 depicts the present embodiment in fully retracted barge mode.
  • a tri- mode (or quad mode, etc.) extendable vessel may be used wherein the hull members 2 can be manipulated between three (or more) zones of extension: no extension, partial extension, and full extension.
  • Figures 14 and 12 depict optional tension members 12.
  • the vessel features these tension members which connect the hull members 2 to the primary hull 1.
  • the tension members 12 reduce loading on the support columns 7 and mitigate high bending moments on the support columns 7 due to transverse hull-loading in the outward direction during operations.
  • the tension members 12 are made of a strong, malleable metallic material that is capable of bending around the primary hull 1 when the hull members 2 are retracted.
  • the tension members 12 are made of steel cable.
  • the hull members 2 do not have to extend vertically, but can instead be extended at numerous angles controlled by the user. Additionally, the angle at which the hull members 2 are deployed relative to the primary hull 1 can be manipulated to adjust for displacement and stabilization.
  • the present embodiment depicted in Figures 11 shows the support columns 7 extending at an angle to be controlled by the user. The angled support columns 7 depicted are designed to bring the primary hull 1 and hulls members 2 together without sliding on one another. This prevents debris buildup between the primary hull 1 and hull members 2, increases damage tolerance, and eliminates binding issues associated with torsional or transverse loading.
  • the primary hull 1 comprises a topside 4 which is a substantially planar surface surrounded by side walls or gunwales.
  • the primary hull 1 has independent buoyancy.
  • One feature of the independent buoyance is that it creates, along with the hull members 2, a failsafe positive design.
  • the hull members 2 retract, and the primary hull 1 inherently lowers, transforming the vessel into its barge configuration when the vessel is in distress. This embodiment mitigates the risk of system abort due to lift mechanism malfunction during operations.
  • the failsafe configuration is capable of beaching and loading or unloading, transiting long distances in open water, and interfacing with a mother ship.
  • the primary hull 1 has independent buoyance and receives additional impact damage protection from the hull members 2 in a retracted state. Additionally, in one or more embodiments, it may be advantageous for a quick release to be incorporated into the vessel 0 that would allow for a hull member 2 to be jettisoned or released in the event that the hull member 2 became stuck or damaged or if the hull deployment means 14 malfunctioned. The independent buoyancy of the primary hull 1 allows for this feature. Likewise, it may be advantageous for a propulsion means 10 to be mounted directly onto the primary hull 1 in addition to the propulsion means 10 located in the hull members 2. This additional propulsion means 10 would allow for greater propulsion when the hull members 2 are retracted and can act as a backup in the event that the hull members 2 are rendered inoperational.
  • Figures 10, 11, and 15 depict an embodiment with two compartments 13a and 13b which are capable of housing vessel personnel and equipment such as navigational equipment.
  • the compartments 13a, 13b are located within the primary hull 1 and contain a cavern that has an area larger than the area of the support columns 7. Therefore, in the present embodiment, the support columns 7 are able to retract and extend by moving through the compartment 13a, 13b.
  • the hull members 2 may provide additional buoyancy for the overhang compartment structures.
  • the Vessel with Selectively Deployable Hull Members can be incorporated into numerous types of vessels such as ships, boats, smaller rafts, watercrafts and other similar vessels. However, in the instant embodiment, a landing craft is shown such as one that can be used for cargo transport. Two loading doors 6a or 6b are incorporated into the vessel 0 that give access to the topside 4, a bow loading door 6a located in the front of the vessel
  • the depicted embodiment does not contain an overhead cross-beam between the primary hull 1 sections la, lb.
  • the lack of overhead cross-beams between the hull sections allows the cargo deck height to be aligned with quay walls or other vessels during loading and unloading operations without restriction, enabling shallow approach and departure ramp angles.
  • the open deck design enables tall equipment to be loaded, shipped, and offloaded in its operational configuration. This saves time during deployment operations, and the inherent roll- on/roll-off drive-through design efficiently and effectively enables expeditionary maneuvers.
  • the single lower beam structure of the topside 4 eliminates the need for upper cross-connect beams which could force the ramp angle to be steep when pulled up to a quay wall or pier.
  • the open access of the topside 4 eliminates the possibility of catching the cable or cargo on a cross-connect beam.
  • the continuous beam center hull section of the topside 4 provides significant strength and life relative to using a series of highly stressed individual cross- connect beams.
  • the full hull-length beam also handles the torsional effects induced by wave loads on the hulls during heavy seas far better than a series of cross-connect beams.
  • the vessel is used for troop transport.
  • the landing vessel 0 When troops or equipment have to be transported to a beach or other land that may involve travel through shallower waters, the landing vessel 0 will be used.
  • Equipment such as a tank or other armored vehicle may be loaded onto the landing vessel 0 through either or both bow loading door 6a or stern loading door 6b and will be parked onto the topside 4.
  • the captain of the landing vessel 0 can operate the control panel 12 to controllable deploy the hull members 2 such that they extend outwards from the primary hull 1 and submerge into the water, providing the requisite displacement to lift the vessel 0 above the surface of the water.
  • the landing vessel 0 will greatly reduce its volume at the surface of the water, thereby increasing the vessel' s 0 stability in the water and decreasing the effect that wave excitation will have on the vessel 0. This will allow the vessel 0 to travel at higher speeds than if it were employing only its primary hull 1.
  • the vessel 0 will be propelled through the propulsion means 10 housed within the hull members 2. As the vessel 0 approaches land and shallower water, it will not be able to operate with deployed hull members 2. To proceed towards the beach, the captain of the vessel 0 will controllably retract the hull members 2 into the tunnels 3 in the primary hull 1, thereby causing the primary hull 1 to come into contact with the surface of the water.
  • the appropriate loading door 6a or 6b is lowered on its hinge, creating a ramp onto the beach for the tank or other equipment to be moved from the topside 4 onto the beach.
  • the loading door 6a or 6b is raised, and the vessel 0 is free to return to the carrier.
  • the captain can again deploy the hull members 2 thereby reducing the volume at sea level to allow for a faster and more stable return trip.
  • the hulls do not need to be deployed to full extension and may instead be deployed to create a catamaran-configuration.
  • the hulls may be extended to various lengths and at various angles in order to maintain top speeds while maintaining stability. This may be particularly useful, for example, in unladen transit.
  • Safety measures may be employed to help lock the hulls into desired positions.
  • the deployment means will be capable of securing the hulls into a desired position without utilizing external safety means.
  • the vessel may be used as a ferry to shuttle, for example, cars and persons across a body of water.
  • the catamaran or SWATH mode allows for the ferry to travel quickly between shores to increase efficiency of the service.
  • the barge mode then facilities the cars to disembark from the ferry when the appropriate loading door 6a is lowered creating a ramp for the cars to traverse.
  • the vessel incorporates hydrofoils either as the hull members 2 or in conjunction with catamaran-type or SWATH-type hull members.
  • a hydrofoil vessel incorporates the use of hydrofoils to propel the vessel at relatively faster speeds than a traditional vessel.

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

Abstract

La présente invention concerne un navire qui comprend une coque primaire et au moins deux éléments de coque pouvant être déployés depuis ou rétractés dans des tunnels ou au-dessous de saillies dans la coque primaire. Dans différents modes de réalisation, le navire comprend un moyen pour déployer et rétracter de façon contrôlable les éléments de coque. Ces éléments peuvent comprendre en outre un moyen de propulsion capable de propulser le navire. Dans d'autres modes de réalisation, le navire comprend un mode à sécurité intégrée permettant aux éléments de coque de se rétracter complètement dans le navire pendant des périodes de libération. Dans différents modes de réalisation, le navire est une péniche de débarquement capable de charger et décharger une cargaison sans la charge d'une traverse en porte-à-faux.
PCT/US2017/033245 2016-05-18 2017-05-18 Navire avec éléments de coque sélectivement déployables WO2017201234A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201662338140P 2016-05-18 2016-05-18
US62/338,140 2016-05-18
US201662393148P 2016-09-12 2016-09-12
US62/393,148 2016-09-12

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WO2017201234A1 true WO2017201234A1 (fr) 2017-11-23

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114435531A (zh) * 2022-01-26 2022-05-06 安徽新宇环保科技股份有限公司 一种一河一策巡测装置

Citations (5)

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Publication number Priority date Publication date Assignee Title
US5540170A (en) * 1994-08-17 1996-07-30 Purdy; Peter K. Multi-hull marine vessel with retractable outer hulls
US5829376A (en) * 1997-01-24 1998-11-03 Kostanski; Jerzy Outrigger watercraft
US20030089293A1 (en) * 2001-10-22 2003-05-15 Argonautic Pleasure craft
US7194972B2 (en) * 2005-08-03 2007-03-27 Lockheed Martin Corporation Variable-draft vessel
US20150259033A1 (en) * 2012-09-24 2015-09-17 Teledyne Rd Instruments, Inc. Trimaran having outriggers with propulsors

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5540170A (en) * 1994-08-17 1996-07-30 Purdy; Peter K. Multi-hull marine vessel with retractable outer hulls
US5829376A (en) * 1997-01-24 1998-11-03 Kostanski; Jerzy Outrigger watercraft
US20030089293A1 (en) * 2001-10-22 2003-05-15 Argonautic Pleasure craft
US7194972B2 (en) * 2005-08-03 2007-03-27 Lockheed Martin Corporation Variable-draft vessel
US20150259033A1 (en) * 2012-09-24 2015-09-17 Teledyne Rd Instruments, Inc. Trimaran having outriggers with propulsors

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114435531A (zh) * 2022-01-26 2022-05-06 安徽新宇环保科技股份有限公司 一种一河一策巡测装置

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