Key information

Title
ARRANGEMENT FOR MANOEUVRING A BOAT
Application number
20170593
Case type
National
Status
11.06.2019 Patent meddelt (B1)
Filed
07.04.2017
Effective date
07.04.2017
Publicly available
08.10.2018
Next annual fee due
30.04.2027
Applicant
Remøy Sea Group AS (NO)
Owner
Remøy Sea Group AS (NO)
Inventor
Jack E Remøy (NO)
Agent
NERDERIKET AS (NO)
Granted
11.06.2019
Patent number
343812
Expiry date
07.04.2037

Abstract and drawing

Disclaimer: This text has been machine-scanned and may contain errors – please refer to "Publications" for legally binding content.
Arrangement and method for manoeuvring a floating vessel (1) that is towing a load (10), such as a trawl. The vessel has a block (4, 5) at the aft end, over which at least one tow line (6, 7) extends. The block (4, 5) is moveable transverse to the longitudinal axis of the vessel. The position of the moveable block (4, 5) defines a point of attack for a tension force from the tow line (6, 7). An autopilot (11) is coupled to an actuator (21) moving said block (4, 5) transverse of the longitudinal axis (24) of the vessel (1), in order to change the moment of force of the tension force (W) about a point on the longitudinal axis (24) of the vessel (1). The autopilot (11) is equipped with a calculation unit (12), which detects the tension force (W1, W2) of the at least one tow line (6, 7) and calculates the moment of force from the tension force (W) on the vessel (1). The autopilot is thus capable of using a change in said moment of force to manoeuvre the vessel (1).

Publications

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 Date Doc. No. Process Case number In/Out Journal description To/from
 02.04.2024 02-01 Endring av fullmektig 2024/04740 UT GH Forespørsel NERDERIKET AS
 26.03.2024 01-03 Endring av fullmektig 2024/04740 INN Generalfullmakt_signert NERDERIKET AS
 26.03.2024 01-02 Endring av fullmektig 2024/04740 INN Fullmektigendring NO NERDERIKET AS
 26.03.2024 01-01 Endring av fullmektig 2024/04740 INN Generell henvendelse NERDERIKET AS
 07.10.2019 02-01 Endring av fullmektig 2019/12269 UT GH Forespørsel BRYN AARFLOT AS
 03.10.2019 01-02 Endring av fullmektig 2019/12269 INN Fullmakt BRYN AARFLOT AS
 03.10.2019 01-01 Endring av fullmektig 2019/12269 INN Generell henvendelse BRYN AARFLOT AS
 14.06.2019 17-01 Saksbehandling 20170593 UT PT Registreringsbrev Nasjonal Patent (15) (PT20170593)
08.05.2019 16-01 Saksbehandling 20170593 UT E-post datert 2019.04.09
29.04.2019 15-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) PROTECTOR IP AS
 24.04.2019 14-01 Saksbehandling 20170593 UT Intention to grant PROTECTOR IP AS
 10.04.2019 13-05 Saksbehandling 20170593 INN Beskrivelse ren PROTECTOR IP AS
 10.04.2019 13-04 Saksbehandling 20170593 INN Beskrivelse merket PROTECTOR IP AS
 10.04.2019 13-03 Saksbehandling 20170593 INN Patenttegninger PROTECTOR IP AS
 10.04.2019 13-02 Saksbehandling 20170593 INN Krav PROTECTOR IP AS
 10.04.2019 13-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) PROTECTOR IP AS
 08.03.2019 12-01 Saksbehandling 20170593 UT PT Varsel om betaling av første årsavgift (3317) (PT20170593)
28.02.2019 11-07 Saksbehandling 20170593 INN Beskrivelse merket PROTECTOR IP AS
 28.02.2019 11-06 Saksbehandling 20170593 INN Beskrivelse PROTECTOR IP AS
 28.02.2019 11-05 Saksbehandling 20170593 INN Krav PROTECTOR IP AS
 28.02.2019 11-04 Saksbehandling 20170593 INN Patenttegninger PROTECTOR IP AS
 28.02.2019 11-03 Saksbehandling 20170593 INN Hovedbrev PROTECTOR IP AS
 28.02.2019 11-02 Saksbehandling 20170593 INN t990481eu1 440227 PROTECTOR IP AS
 28.02.2019 11-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) PROTECTOR IP AS
 30.11.2018 10-01 Saksbehandling 20170593 UT Realitet patent PROTECTOR IP AS
 29.11.2018 03-07 Protest 2018/00389 UT GB2400662A
29.11.2018 03-06 Protest 2018/00389 UT CA2848691A1
29.11.2018 03-05 Protest 2018/00389 UT Hovedbrev
29.11.2018 03-04 Protest 2018/00389 UT GB2429541A
29.11.2018 03-03 Protest 2018/00389 UT US5351430A
29.11.2018 03-02 Protest 2018/00389 UT WO02059650A1
29.11.2018 03-01 Protest 2018/00389 UT Melding til søker PROTECTOR IP AS
 29.11.2018 02-01 Protest 2018/00389 UT Informasjon til innvender ONSAGERS AS
 23.11.2018 01-07 Protest 2018/00389 INN US5351430A
23.11.2018 01-06 Protest 2018/00389 INN WO02059650A1
23.11.2018 01-05 Protest 2018/00389 INN GB2400662A
23.11.2018 01-04 Protest 2018/00389 INN GB2429541A
23.11.2018 01-03 Protest 2018/00389 INN CA2848691A1
23.11.2018 01-02 Protest 2018/00389 INN Hovedbrev
23.11.2018 01-01 Protest 2018/00389 INN Nytt overprøvningskrav (OP)
21.11.2018 08-01 Saksbehandling 20170593 UT Realitet patent PROTECTOR IP AS
 20.11.2018 07-02 Saksbehandling 20170593 INN Hovedbrev PROTECTOR IP AS
 20.11.2018 07-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) PROTECTOR IP AS
 07.11.2018 09-02 Saksbehandling 20170593 INN Hovedbrev PROTECTOR IP AS
 07.11.2018 09-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) PROTECTOR IP AS
 19.05.2018 06-04 Saksbehandling 20170593 INN Hovedbrev PROTECTOR IP AS
 19.05.2018 06-03 Saksbehandling 20170593 INN Beskrivelse med sporing PROTECTOR IP AS
 19.05.2018 06-02 Saksbehandling 20170593 INN Beskrivelse PROTECTOR IP AS
 19.05.2018 06-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) PROTECTOR IP AS
 18.12.2017 05-01 Saksbehandling 20170593 UT Realitet patent Protector Intellectual Property Consultants AS
 21.11.2017 04-04 Saksbehandling 20170593 INN Krav, ren Protector Intellectual Property Consultants AS
 21.11.2017 04-03 Saksbehandling 20170593 INN Hovedbrev Protector Intellectual Property Consultants AS
 21.11.2017 04-02 Saksbehandling 20170593 INN Krav, merket Protector Intellectual Property Consultants AS
 21.11.2017 04-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) Protector Intellectual Property Consultants AS
 20.09.2017 03-02 Saksbehandling 20170593 UT PT report 02:52:28
20.09.2017 03-01 Saksbehandling 20170593 UT Realitet patent Protector Intellectual Property Consultants AS
 07.09.2017 02-02 Saksbehandling 20170593 INN Hovedbrev Protector Intellectual Property Consultants AS
 07.09.2017 02-01 Saksbehandling 20170593 INN Korrespondanse (Hovedbrev inn) Protector Intellectual Property Consultants AS
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 07.04.2017 01-03 Saksbehandling 20170593 INN Erklæring Søkers rett til oppfinnelse Protector Intellectual Property Consultants AS
 07.04.2017 01-02 Saksbehandling 20170593 INN P5235NO00 Figs Protector Intellectual Property Consultants AS
 07.04.2017 01-01 Saksbehandling 20170593 INN Søknadsskjema Patent Protector Intellectual Property Consultants AS

Description, claims and drawings

Disclaimer: This text has been machine-scanned and may contain errors – please refer to "Publications" for legally binding content. Description
ARRANGEMENT FOR MANOEUVRING A BOATTechnical Field[0001] The present invention relates to the field of manoeuvring of floating vessels, ships and boat, and in particular to manoeuvring fishing boats, especially trawlers.Background Art[0002] Trawlers have increased in size over the last decades from being relatively small boats with a very small crew to large factory trawlers that can be at sea for weeks.[0003] Although the boats have increased in size, the principles of manoeuvring the boats are basically the same. An autopilot system has been added, but the propulsion is still by engine and propeller, and the manoeuvring is still done by a rudder.[0004] It is true that some of the trawlers also have been equipped with side propellers or azimuth propellers, but these are generally used for manoeuvring in harbours, but there are some vessels that are equipped azimuth propellers for propulsion. At sea, and in particular during trawling, it is still the long since developed rudder that applies.[0005] The rudder is a simple and reliable device for manoeuvring the boat. Today, it is couple to the autopilot, which sets the position of the rudder according to the set heading. If the heading is changed or a deviation from the set heading is detected, the autopilot will change the rudder position to bring the boat to the desired heading.[0006] Deviations from the set heading most often occur due to water currents.[0007] When the rudder is pointing straight along the longitudinal axis of the boat, it creates little drag relative to the seawater. However, when the boat is turning, the rudder will be set at an angle relative to the boat. This increases the drag substantially, and the greater the angle, the greater the drag will be. An increased drag results in increased fuel consumption. [0008] The increased size of trawlers requires an increased area of the rudder. A larger rudder causes more drag. This in turn requires more power to overcome the drag.[0009] Manoeuvring during trawling requires a particularly large angle of the rudder as the speed is relatively low, only a few knots. The fuel consumption is already high during trawling, and the rudder drag will further increase the consumption.[0010] During trawling, a symmetric trawl is considered very important. Symmetry is best achieved by keeping even tension in the warp lines, i.e. the lines extending between the trawler and the trawl doors. If the tension of the warps is different, the trawl will usually not be symmetric and the opening of the trawl will not be optimal. The tension is regulated by giving out or reeling in on one of the warps, to increase or reduce its length.[0011] US 5351430 describes one such system, which aims at obtain a smooth speed of the trawl by keeping the force (i.e. tension) in the trawl wires constant and avoid shock forces on the wires. This is achieved by a compensating device comprising a set of sheaves and hydraulic cylinders between the winch and the trawl block. The actuators dampen the force variations on the trawl wires. A computer controls the trawl winches and receives signals from the cylinders indicating position, acceleration and direction of movement. Based on these signals the computer opens and closes valves to control the pressure within the cylinders.The compensating device provides a simpler and quicker way to even out the tension in the wire than doing this by the winch. The computer also ensures that the cylinders are kept approximately at midway stroke.[0012] There are many techniques for determining the tension and the length of the warps, and automatically adjust to achieve optimum fishing. One example is shown in NO 302391, which considers water currents when the correct length of the warps is determined.[0013] It is also known technique to avoid the warps becoming damaged by ice, by moving the trawl blocks inwards during trawling. The trawl blocks are arranged at the stern of the trawler and determines at which point the warp leaves the boat. If there is ice in the sea, this point should not be too close to the side of the boat, as ice that moves along the side of the boat will tend to move inwards immediately aft of the boat. Hence, the trawl blocks are shifted somewhat towards the centre of the boat, where the ice is less susceptible to wander.[0014] GB2007181 describes such ice davits, which are primarily intended for keeping the tow lines out of contact with the ice. The davits cannot be safely positioned in intermediate positions between the extreme positions illustrated in the drawings. The use of these davits to steer the vessel is therefore limited to substantial changes of heading. The technique cannot conveniently be used for smaller or more precise course changes, and certainly not to keep a steady heading.[0015] DE1126271 show a system with the possibility of influencing the heading of the vessel by moving the block(s) that carry one or both the tow lines. However, there is no manoeuvring unit described. This means that the moving of the blocks is likely done manually and to an extent judged by the skipper to be sufficient to alter the course. Such manual moving is very inaccurate, and the skipper will have to move the blocks frequently back and forth to keep the heading right.[0016] Moreover, in DE1126271, changes in tension of the tow lines is not taken into account. When the blocks are moved, the tension in the wires will change, and this may both skew the trawl and change the heading of the vessel. The present invention takes this into account and seeks to equalize the tension when needed.[0017] GB 2436456 describes a system for positioning seismic units that are towed by a vessel. The aim is to keep the seismic units on a line that is perpendicular to the course of the vessel. To achieve this, the vessel has to change its course to counteract side currents and the lengths of the tow lines have to be adjusted to unequal lengths. The change of the course of the vessel is done by using the rudder. Similar systems are also described in WO 02/059650 and GB 2429541.Summary of invention[0018] The present invention has as its main objective to reduce the fuel consumption of the trawler during trawling. To achieve this, the invention reduces the drag of the rudder. To reduce the drag of the rudder, the invention reduces or eliminates the necessity of setting the rudder at an angle relative to the longitudinal axis of the boat. [0019] The solution to this is to use the possibility of shifting the position of the trawl blocks laterally, so that the tension of the warps act unsymmetrically on the boat, and couple the trawl block shifting actuators to the manoeuvring unit, e.g. an autopilot, of the boat, so that the autopilot is given control of the lateral position of the trawl blocks and may use this to manoeuvre the boat.[0020] More specifically, this is achieved by an arrangement for manoeuvring a floating vessel with reduced need for or without the need for rudder deflection, the vessel towing a load, such as a trawl, comprising at least two tow lines coupled to a respective winch on board said vessel, and at least two blocks at the aft end of the vessel, over which a respective tow line extends, at least one of the blocks being moveable transverse to the longitudinal axis of the vessel; the position of the moveable block(s) defining a point of attack for a tension force from the tow line, characterized in that the arrangement further comprising a manoeuvring unit, the manoeuvring unit being adapted to receive input from a navigation system, and said manoeuvring unit being coupled to an actuator moving said block(s) transverse of the longitudinal axis of the vessel, in order to change the moment of force of the tension force about a point on the longitudinal axis of the vessel, and that the manoeuvring unit is equipped with a calculation unit, which detects the tension force of the tow line(s) and calculates the moment of force from the tension force on the vessel, whereby the manoeuvring unit is adapted to use a change in said moment of force to manoeuvre the vessel, that the manoeuvring unit is coupled to at least one of said winches, and being adapted to reel out or in tow line to equalize reduced or increased tension in the tow line coupled to said winch, and that the manoeuvring unit further is coupled to a rudder on the vessel, so that the manoeuvring unit, if required, initiates a rudder deflection to achieve a desired course for the vessel.[0021] In an embodiment with at least two blocks, the calculation unit will preferably calculate the change in the resulting moment of force from the detected tension force and the movement of the at least one block.[0022] In a further embodiment, each tow line in a given situation are kept equal by reeling in or out line, whereby the calculation unit is coupled to an actuator on at least one of the winches to reel in or out line. Thereby the length and/or the tension of the tow lines can be kept equal. [0023] In a still further embodiment, the calculation unit is adapted to reel in or out tow line extending over a block that has been moved, to equalize reduced or increased tension in this line.[0024] In an alternative or supplemental further embodiment, the calculation unit is adapted to reel in or out tow line at the opposite side of the longitudinal axis of the vessel from a block that has been moved, to increase or reduce tension in this line.[0025] In an optional embodiment, the calculation unit also detects the angle of the tow line relative to the longitudinal axis of the vessel. This can be of advantage of the angle varies substantially during the tow.[0026] In a preferred embodiment, the calculation unit determines a combined transverse movement of at the moveable blocks, which results in a desired moment of force for manoeuvring the vessel. By being able to move more than one block a greater range of moment of force can be achieved.[0027] The objects of the invention are also achieved by a method of manoeuvring a floating vessel with reduced need for or without the need for rudder deflection, whereby the vessel is towing a load, such as a trawl, and where at least two tow lines coupled to a respective winch on board said vessel extend over at least two blocks at the aft end of the vessel, at least one of the block(s) being moveable transverse of the longitudinal axis of the vessel; the moveable block defining a point of attack for a tension force from the tow line, characterized in that the vessel having a manoeuvring unit, the manoeuvring unit being coupled to receive input from a navigation system, one of these inputs being a desired heading for the vessel; the manoeuvring unit comprising a calculation unit, which recalculates a change of heading to a moment of force, which will effect the necessary change of heading to achieve the desired heading, that the tension force from the tow line is calculated, that a transverse movement of at least one of the block (s), which results in the desired moment of force is calculated, and that the manoeuvring unit sends a signal to an actuator, which moves the block a distance, which provides the desired moment of force, and that the manouvering unit is coupled to at least one of the winches to provide for reeling out or in tow line to equalize reduced or increased tension in the tow line coupled to said winch, and that the manoeuvring unit further is coupled to a rudder on the vessel to, if required, provide a rudder deflection to achieve the desired heading for the vessel. [0028] In one embodiment, the lengths of each tow line are kept equal when the vessel is heading straight forward, where after the manoeuvring unit moves one block; the vessel starts to turn as a result of the change of moment of force acting on the vessel; as a result of the change of heading, tow lines that are on the outside of the bend are subject to an increased tension, which in turn results in a skew, which initially counteracts the change of heading of the vessel, and lines that are at the outside of the bend are reeled out to equalize the skew, or that lines that are on the opposite side of the longitudinal axis of the vessel are reeled in.[0029] This way the towed load, such as a trawl can be kept in control at the same time as the tension force acting on the vessel to create the moment of force, can be kept within predictable limits.[0030] In an optional embodiment, the calculation unit also detects the angle of the tow line relative to the vessel.Brief description of drawings[0031] The invention will now be described in more detail, referring to the embodiments illustrated in the drawings, in which:Figure 1 shows a trawler with a trawl seen from above,Figure 2 shows a first embodiment of a trawler seen from aft,Figure 3 shows another embodiment of a trawler seen from aft, andFigure 4 shows a detail of figure 1, showing the trawler.Detailed description of the invention[0032] Figure 1 shows a trawler 1. The trawler has a pair of trawl winches 2, 3. There are usually further winches, but only two are shown for the purpose of illustrating the present invention. [0033] At the stern of the trawler, 1 is a pair of trawl blocks 4, 5. A pair of warp lines 6, 7 extend from each winch 2, 3 over a respective trawl block 4, 5 to a respective trawl door 8, 9. The trawl doors are coupled to a respective wing end of a trawl net 10.[0034] The trawler has a wheelhouse or bridge 11. A manoeuvring unit (hereinafter exemplified by an autopilot device) 12 is illustrated within the wheelhouse 11. The autopilot 12 is coupled to the rudder (not shown) and the engine (not shown). It receives input from a navigation system, which conventionally is satellite based (such as GPS) but may also include a compass.[0035] All of the above is common knowledge within the field of trawling, and the details will be well known to the person of skill.[0036] Figure 2 shows the trawler 1 from the aft in a first embodiment. The propeller 13 is shown. The rudder has been omitted.[0037] At the stern is a trawl ramp 14. Also at the stern is a gantry 15. A pair of trawl blocks 4, 5 are suspended from the gantry 15. The trawls blocks 4, 5 may be moved along the gantry.[0038] Figure 3 shows another embodiment where the trawl blocks 4, 5 are arranged at the other ends of davits 16, 17. The davits can be moved between an outer position 16’, 17’ where the trawl blocks 4, 5 are at their furthest position relative to the centre line 18 of the boat, and an inner position 16, 17, where they are at their closest to the centre line 18. These types of davits are commonly called ice davits, as their purpose is to move the trawl blocks away from ice that travels along the boat sides.[0039] The trawl winches 2, 3 are equipped with sensors that measure the hydraulic pressure in the hydraulic motors (not shown) that rotate the winches, or if the winch is electrically driven, the torque of the motor is measured. This pressure or torque is corresponding to the tension W1, W2 in the respective warps. There may also be sensors that measure the tension more directly.[0040] The warp tension W1 , W2 in the warps have points of attack at the positions of the trawl blocks 4, 5. When the trawl blocks are placed at an equal distance from the centre 18 of the boat, the tension forces W1 , W2 are balanced, and the resulting force W pulls approximately straight aftward on the boat. Flowever, if the blocks 4, 5 are set at positions with different distances from the centre 18, the resulting force W will have a point of attack shifted laterally with respect to the length of the boat. This resulting force will pull the stern of the boat to one side. The principle of the present invention is to shift one or both of the trawl blocks laterally, so that the resulting force W is also shifted laterally, as illustrated by the arrow W’. Then the force W’ will attack the boat with an arm A from the centre line of the boat. The force will then pull the boat towards one side and hence turn the boat.[0041] This is shown more detailed in figure 4, which shows the trawler 1 in figure 1. In the wheelhouse 11 , the wheel or helm 20 is shown, which is coupled to the autopilot 12. The two trawl winches 2, 3, and the two trawl blocks 4, 5 are also shown. The autopilot 12 is coupled to an actuator 21 that is connected, via a control line 22, to one of the trawl blocks 5. The autopilot 12 may in a similar way also be coupled to an actuator (not shown) that is connected to the other trawl block 4. In the simplest embodiment, it is sufficient that the autopilot is coupled to only one trawl block 5. It is, however, preferable to couple the autopilot 12 to both trawl blocks 4, 5 [0042] The actuator 21 may be a hydraulic or an electric actuator 12, or any other actuator that is capable to shifting the trawl block 5 laterally in the direction of the arrow 23. It is of course also within the ambit of the invention that the actuator is capable of shifting the trawl block 5 in the opposite direction, i.e. outwards relative to the centre line 24 of the boat 1.[0043] If the autopilot 12 determines that the heading of the boat 1 is to be changed, e.g., towards the port side, it may shift the starboard trawl block 5 towards the centre of the boat 1, i.e. closer to the centre line 24, as shown by reference numeral 5’. This will shift the resultant force W also towards the port side, i.e. to the position denoted by W’.[0044] The resultant force W’ imposed by the trawl wires 6, 7 on the boat 1 is thereby attacking the boat port of the centre line 24 with an arm 25. This causes a moment of force 26 on the boat, which strives to turn the boat towards port, as illustrated by the arrow 27. The same effect can be achieved by shifting the port trawl block 4 away from the centre line 24. [0045] A turn in the starboard direction will occur if the port side trawl block 4 is shifted towards the centre line 24 or the starboard trawl 5 block is shifted away from the centre line.[0046] The more one of the trawl blocks is shifted laterally, or both trawl blocks are shifted laterally towards the same side, the more the force W’ is shifted towards the same side, and the sharper the boat will turn. This turning of the boat can be done without changing the rudder position. The rudder can be kept in a zero position, i.e. in parallel with the longitudinal axis of the boat. Hence, the drag created by the rudder will not increase and the fuel consumption can be kept at the same level.[0047] The preferred embodiment of the invention works as follows:The autopilot that is coupled to the actuator(s) 21 that displaces the trawl blocks 3, 4 also receives the warp tension value. When the autopilot 12 determines that a change in heading is required, either because the boat has drifted away from the intended heading or the heading is changed by manual or automatic input, the autopilot calculates the moment of force needed to turn the boat to the intended heading. It checks the tension in the warps, calculates the resultant force W, and determines the arm 25 required by the resultant force W to create the required moment of force. If the required arm 25 can be achieved by shifting only one trawl block 4, 5, the autopilot will then signal the applicable actuator 21 to shift one of the trawl blocks 4, 5 the distance corresponding to the required arm.[0048] If the required arm cannot be achieved by shifting only one of the blocks 4,5, the autopilot will divide the shifting distance between the blocks and signal both actuators to shift a respective on of the blocks 4, 5.[0049] When the intended heading has been reached, the autopilot will signal the actuator(s) 21 to shift the one block that has been shifted, or both blocks, 4, 5 back to a position where the resultant force W is attacking the boat at the centre line 24.[0050] If there is a transverse current or other influence, that tries to push the boat away from the correct heading, the autopilot may keep the blocks 4, 5 at a non-equal distance from the centre line 24.[0051] It is also an option, according to the invention, to combine the lateral shifting of one or both trawl blocks 4, 5 with an angling of the rudder. This is especially convenient, if the change of heading is of a magnitude that cannot be achieved by moving the blocks 4, 5. The required rudder deflection will in such a case be of a substantially smaller magnitude than if the change of heading were to be done by the rudder alone.[0052] If the boat has azimuth thrusters instead of a rudder, these will be positioned to give the least drag in the water current, i.e. in a zero position with the longitudinal axis parallel with the longitudinal axis of the boat.[0053] Although, the tension in the warps 6, 7 ideally should be equal during the haul, it may happen that the tension is non-equal. The autopilot will have to take this into account. Deviations from equal tension may result in the boat changing its heading. Traditionally, this has been counteracted by aligning the hydraulic pressure in the winch system, i.e. in practice by giving out or reeling in one of the warps.[0054] When the vessel is heading straight forward, but is subject to side currents, or is in a slack turn (such as when the trawl follows an edge), one of the blocks will be moved, e.g., moved inwards. Thereby the vessel will turn in the same direction as the movement. This results in the warps that are on the outboard side of the bend experiencing an increased tension. At the same time, the warps on the inboard side of the bend experience a reduced tension. This will attempt to counteract the turning of the vessel. To prevent this, the warps on the outboard side of the turn will be slackened by reeling out wire, and/or the warps on the inboard side will be tightened by reeling in wire, until the warps have approximately the same tension. The autopilot will be coupled to an actuator on the winch to effect the reeling in or out of wire.[0055] The resultant force from the trawl should ideally be parallel to the centre line of the boat. However, in certain conditions it may be at an angle to the centre line. Consequently, it is an advantage to measure the angle of the warps relatively to the boat, so that the angle of attack of the resultant force may be taken into account.[0056] Although, the above describes manoeuvring of a trawler, the present invention may also be used for manoeuvring other type of boats that drag a load behind it. One such example is tugs. Another example is seismic vessels. Seismic vessels will have from only one and up to sixteen seismic cables attached. By letting the cable run over a block immediately before the cable leaves the vessel, and arranging the block so that it can be shifted laterally, the point of attack of the drag force from the cable can be shifted laterally. The drag force from a seismic cable is generally substantially lower than the drag force of a trawl, but using the drag force as a means for changing the heading of the vessel, may reduce the rudder deflection necessary, and hence reduce the drag of the rudder.
Claims
Claims1.Arrangement for manoeuvring a floating vessel (1) with reduced need for or without the need for rudder deflection, the vessel (1) towing a load, such as a trawl (10), comprising at least two tow lines (6, 7) coupled to a respective winch (2, 3) on board said vessel (1), and at least two blocks (4, 5) at the aft end of the vessel (1), over which a respective tow line (6, 7) extends, at least one of the blocks (4, 5) being moveable transverse to the longitudinal axis (24) of the vessel (1); the position of the moveable block(s) (4, 5) defining a point of attack for a tension force from the tow line (6, 7), characterized in that the arrangement further comprising a manoeuvring unit (12), the manoeuvring unit (12) being adapted to receive input from a navigation system, and said manoeuvring unit (12) being coupled to an actuator (21) moving said block(s) (4, 5) transverse of the longitudinal axis (24) of the vessel (1), in order to change the moment of force (26) of the tension force (W`) about a point on the longitudinal axis (24) of the vessel (1), and that the manoeuvring unit (12) is equipped with a calculation unit, which detects the tension force of the tow line(s) and calculates the moment of force (26) from the tension force on the vessel (1), whereby the manoeuvring unit (12) is adapted to use a change in said moment of force (26) to manoeuvre the vessel (1), that the manoeuvring unit (12) is coupled to at least one of said winches (2, 3), and being adapted to reel out or in tow line (6, 7) to equalize reduced or increased tension in the tow line (6, 7) coupled to said winch (2, 3), and that the manoeuvring unit (12) further is coupled to a rudder on the vessel (1), so that the manoeuvring unit (12), if required, initiates a rudder deflection to achieve a desired course for the vessel (1).2.Arrangement according to claim 1, characterized in that the calculation unit calculates the change in the resulting moment of force (26) from the detected tension force and the movement of the at least one block (4, 5).3.Arrangement according to claim 1 or 2, characterized in that each tow line (6, 7) in a given situation are kept equal by reeling in or out line, whereby the calculation unit is coupled to an actuator on at least one of the winches (2, 3) to reel in or out line.4.Arrangement according to claim 3, characterized in that the calculation unit is adapted to reel in or out tow line (6, 7) extending over a block (4, 5) that has been moved, to equalize reduced or increased tension in this line (6, 7).5.Arrangement according to claim 3, characterized in that the calculation unit is adapted to reel in or out tow line (6, 7) at the opposite side of the longitudinal axis (24) of the vessel (1) from a block (4, 5) that has been moved, to increase or reduce tension in this line (6, 7).6.Arrangement according to one of the preceding claims, characterized in that the calculation unit also detects the angle of the tow line (6, 7) relative to the longitudinal axis (24) of the vessel (1).7.Arrangement according to claims 2, 3, 4, 5 or 6, characterized in that the calculation unit determines a combined transverse movement of the moveable blocks (4, 5), which results in a desired moment of force (26) for manoeuvring the vessel (1).8.Method of manoeuvring a floating vessel (1) with reduced need for or without the need for rudder deflection, whereby the vessel (1) is towing a load, such as a trawl (10), and where at least two tow lines (6, 7) coupled to a respective winch (2, 3) on board said vessel (1) extend over at least two blocks (4, 5) at the aft end of the vessel (1), at least one of the block(s) (4, 5) being moveable transverse of the longitudinal axis (24) of the vessel (1); the moveable block (4, 5) defining a point of attack for a tension force from the tow line, characterized in that the vessel (1) having a manoeuvring unit (12), the manoeuvring unit (12) being coupled to receive input from a navigation system, one of these inputs being a desired heading for the vessel (1); the manoeuvring unit (12) comprising a calculation unit, which recalculates a change of heading to a moment of force (26), which will effect the necessary change of heading to achieve the desired heading, that the tension force from the tow line is registered, that a transverse movement (25) of at least one of the block (s) (4, 6), which results in the desired moment of force (26) is calculated, and that the manoeuvring unit (12) sends a signal to an actuator (21), which moves the block a distance, which provides the desired moment of force (26), and that the manouvering unit (12) is coupled to at least one of the winches (2, 3) to provide for reeling out or in tow line (6, 7) to equalize reduced or increased tension in the tow line (6, 7) coupled to said winch (2, 3), and that the manoeuvring unit (12) further is coupled to a rudder on the vessel (1) to, if required, provide a rudder deflection to achieve the desired heading for the vessel (1).9.Method of claim 8, characterized in that the lengths of each tow line (6, 7) are kept equal when the vessel (1) is heading straight forward,- that the manoeuvring unit (12) moves one block (4, 5),- that the vessel (1) starts to turn as a result of the change of moment of force (26) acting on the vessel (1),- that as a result of the change of heading, tow lines (6, 7) that are on the outside of the bend are subject to an increased tension, which in turn results in a skew, which initially counteracts the change of heading of the vessel (1), and- that lines (6, 7) that are at the outside of the bend are reeled out to equalize the skew, or that lines (6, 7) that are on the opposite side of the longitudinal axis of the vessel (1) are reeled in.10.Method according to claims 8 or 9, characterized in that the calculation unit also detects the angle of the tow line (6, 7) relative to the vessel (1).Krav på norsk:1.Arrangement for å manøvrere et flytende fartøy (1) med redusert behov for eller uten behov for rorutslag, der fartøyet (1) sleper en last, som f.eks. en trål (10), omfattende minst to slepeliner (6, 7) koblet til en respektiv vinsj (2, 3) om bord i fartøyet (1), og minst to blokker (4, 5) ved fartøyets (1) akterende, der en respektiv slepeline (6, 7) strekker seg over hver sin blokk (4, 5), der minst en av blokkene (4, 5) er flyttbar på tvers av fartøyets (1) lengdeakse; idet de(n) flyttbare blokken(e)s (4, 5) posisjon definerer et angrepspunkt for en strekkraft fra slepelinen (6, 7), karakterisert ved at arrangementet videre omfatter en styreenhet (12), at styreenheten (12) er tilpasset til å motta input fra et navigasjonssystem, og at styreenheten (12) er koblet til en aktuator (21) for nevnte forflytning av blokken(e) (4, 5) på tvers av fartøyets (1) lengdeakse, for å endre strekkraftens (W’) moment (26) om et punkt på fartøyets lengdeakse (24), og at styreenheten (12) er utstyrt med en beregningsenhet, som registrerer strekkraften i slepelinen(e) (4, 5) og beregner momentet (26) som strekkraften virker på fartøyet (1) med, idet styreenheten (12) er innrettet til å benytte en endring av nevnte moment (26) til manøvrering av fartøyet (1), at styreenheten (12) er koblet til minst en av vinsjene (2, 3) og er tilpasset for å gi ut eller trekke inn slepeline (6, 7) for å utligne redusert eller økt strekk i slepelinen (6, 7) som er koblet til vinsjen (2, 3), og at styreenheten (12) videre er koblet til et ror på fartøyet (1), slik at styreenheten (12) initierer et rorutslag dersom det kreves for å oppnå den ønskede kursen for fartøyet (1).2.Arrangement ifølge krav 1, karakterisert ved at beregningsenheten beregner endringen i det resulterende momentet (26) ut ifra den registrerte strekkraften og forflytningen av den minst ene blokken (4, 5).3.Arrangement ifølge krav 1 eller 2, karakterisert ved at hver slepeline (6, 7) i et gitt tilfelle holdes lik ved at det trekkes inn eller slakkes ut line, idet beregningsenheten er koblet til en aktuator på en minst én av vinsjene (2, 3) for å trekke inn eller slakke ut line.4.Arrangement ifølge krav 3, karakterisert ved at beregningsenheten er innrettet til å stramme inn eller slakke ut slepeline (6, 7) som går over en blokk (4, 5) som er blitt forflyttet, for å utligne redusert eller økt strekkraft i denne linen (6, 7).5.Arrangement ifølge krav 3, karakterisert ved at beregningsenheten er innrettet til å trekke inn eller slakke ut slepeline (6, 7) på motsatt side av fartøyets (1) lengdeakse (24) fra en blokk (4, 5) som er blitt forflyttet, for å øke eller redusere strekkraften i denne slepelinen (6, 7).6.Arrangement ifølge ett av de foregående krav, karakterisert ved at beregningsenheten også registrerer vinkelen slepelinen (6, 7) har i forhold til fartøyets (1) lengdeakse (24).7.Arrangement ifølge krav 2, 3, 4, 5 eller 6, karakterisert ved at beregningsenheten beregner en kombinert sideveis forflytning av de forflyttbare blokkene (4, 5) som gir et ønsket moment (26) for manøvrering av fartøyet (1).8.Fremgangsmåte for å manøvrere et flytende fartøy (1) med redusert behov for eller uten behov for rorutslag, der fartøyet (1) sleper en last, som f.eks. en trål (10), og der minst to slepeliner (6, 7) er koblet til en respektiv vinsj (2, 3) om bord på fartøyet (1) og strekker seg over minst to blokker (4, 5) ved fartøyets (1) akterende, der minst en av blokkene (4, 5) er flyttbar på tvers av fartøyets (1) lengdeakse; idet den flyttbare blokken (4, 5) definerer et angrepspunkt for en strekkraft fra slepelinen, karakterisert ved at fartøyet (1) er utstyrt med en styreenhet (12), der styreenheten (12) er koblet for å motta input fra et navigasjonssystem, idet ett av inputene er en ønsket kurs for fartøyet (1), at styreenheten (12) omfatter en beregningsenhet som omregner en kursendring til et moment (26) som vil bevirke en nødvendige kursendring for å oppnå den ønskede kursen, at strekkraften fra slepelinen registreres, at en sideveis forflytning av minst en av blokkene (4, 5), som resulterer i det ønskede momentet (26) beregnes, at styreenheten (12) sender et signal til en aktuator (21) som forflytter blokken (4, 5) en avstand som tilveiebringer det ønskede momentet (26), at styreenheten (12) er koblet til minst en av vinsjene (2, 3) for å tilveiebringe utgivelse eller inntrekking av slepeline for å utligne redusert eller økt strekk i slepelinen (6, 7) som er koblet til vinsjen (2, 3), og at styreenheten (12) videre er koblet til et ror på fartøyet (1), for å tilveiebringe et rorutslag dersom det er nødvendig for å oppnå ønsket kurs for fartøyet (1).9.Fremgangsmåte ifølge krav 8, karakterisert ved at lengden av hver av slepelinene (6, 7) holdes lik når fartøyet (1) går rett frem,- at styreenheten (12) forflytter en blokk (4, 5),- at fartøyet (1) begynner å svinge som følge av endring av momentet (26) som virker på fartøyet (1)- at som følge av kursendringen får slepeliner (6, 7) som befinner seg i yttersving økt strekkraft og det oppstår en skjevstilling som i utgangspunktet motvirker kursendringen for fartøyet (1), og- at liner (6, 7) som befinner seg i yttersving slakkes ut for å utligne skjevstillingen, eller at liner (6, 7) på motsatt side av fartøyets (1) lengdeakse trekkes inn.10.Fremgangsmåte ifølge krav 8 eller 9, karakterisert ved at beregningsenheten også registrerer vinkelen slepelinen (6, 7) har i forhold til fartøyet (1).
Drawings

Priority

No priority

Patent classes

IPC classesB63H 25/50B63H 25/02B63B 21/56B63B 21/58A01K 73/06B63B 35/16CPC classesB63H 25/50B63H 25/02B63B 21/56B63B 21/58A01K 73/06B63B 35/16

Citations

DE 1126271 B (B)GB 2007181 A (A)GB 2436456 A (A)NO 302391 B1 (B1)US 5351430 A (A)WO 02/059650 A1 (A1)GB 2429541 A (A)CA 2848691 A1 (A1)GB 2400662 A (A)

Applicants, owners and inventors

Owners
Remøy Sea Group AS
Rabbegjerdet 7 6091 FOSNAVÅG NO (HERØY (MØRE OG ROMSDAL) Municipality, Møre og Romsdal county)Org. number: 979760833Inventors
Jack E Remøy
Rabbegjerdet 7 6091 FOSNAVÅG NO (HERØY (MØRE OG ROMSDAL) Municipality, Møre og Romsdal county)

Agent

NERDERIKET AS
Kviebakken 93B 4034 STAVANGER NO (STAVANGER Municipality, Rogaland county)
Org. number: 928579867
Reference: -

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ProtestReceived: 23.11.2018 NIPO's case No.: 2018/00389Current status: Avgjort. Patentsaken endelig avgjort, behandling av protest avsluttes
RequestorONSAGERS AS
ONSAGERS AS

Org. number: 934603729

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