Ship attitude control device

Abstract

A suspension system for a vessel (1) is disclosed, the vessel having at least one port hull (11), at least one starboard hull (12), and a underframe portion (10). The suspension system includes: supports (20) for at least partially supporting the underframe portion relative to the port and starboard hulls; and a left front damping plunger and a left rear damping plunger (31, 33) connected between the underframe portion and longitudinally spaced points on the at least one port hull, and a right front damping plunger and a right rear damping plunger (32, 34) connected between the underframe portion and longitudinally spaced points on the at least one starboard hull. The suspension system further includes a deck attitude control system (250) comprising a controller (252) for each of at least two orthogonally spaced damper plungers, sensors, and corresponding actuator devices. These actuators control the position of at least one point on the underframe relative to at least one reference.

Description

Technical Field

[0001] The present invention relates to vessels having a body or chassis and a movable hull, and more particularly to a suspension system between the body or chassis and at least two such movable hulls. Background Technology

[0002] It is known to at least partially control the attitude of a vessel's body or underframe relative to the hull supporting it. For example, in the applicant's U.S. Patent No. 9,061,735, there is a vessel having a body or underframe that is at least partially supported relative to the port and starboard hulls. When the vessel is a catamaran, the body or underframe is entirely above the water, and support is thus provided by a suspension system between the body or underframe and the port and starboard hulls. Conversely, when the body or underframe engages the water, such as including a central hull section, the water-engaged central hull supports a portion of the mass of the body or underframe, with the remaining portion or partial support provided by a suspension system between the body or underframe and the port and starboard hulls. In either case, the pitch and roll attitudes of the body or underframe can be adjusted by controlling the suspension system.

[0003] The attitude of the vessel's body or chassis can be controlled to minimize lateral, longitudinal, vertical, and / or roll displacements between a point on the body or chassis and a reference point on the object. This can be particularly useful during the transfer of personnel or cargo between the vessel and the object. For example, in the applicant's U.S. Patent No. 9,849,947, the reference point can be a point on a tower, dock, or other vessel. The reference point can also be an absolute point in space.

[0004] As discussed in the applicant’s U.S. Patent No. 10,286,980, the attitude of the body or chassis can be controlled to minimize the lateral forces felt on the body or chassis of the vessel by adjusting the roll attitude of the body or chassis, such that the line of action of the resultant force of gravity and centrifugal force experienced by the body or chassis remains substantially perpendicular to the deck of the vessel.

[0005] Therefore, it is desirable to provide a suspension system that enables the use of a mechanism to adjust or control the pitch and roll attitude of the vessel's body or chassis relative to at least two movable hulls, which improves the efficiency of at least some of the known devices or at least provides an alternative suspension system for vessels. Summary of the Invention

[0006] According to a first aspect of the invention, a suspension system for a vessel is provided, the vessel having at least one port hull, at least one starboard hull, and a chassis portion: the suspension system includes: positioning devices for restraining movement of the port and starboard hulls relative to the chassis portion in at least longitudinal and lateral directions; supports for at least partially supporting the chassis portion relative to the at least one port and at least one starboard hull; and at least a left front damper plunger and a left rear damper plunger connected between longitudinally spaced points on the chassis portion and the at least one port hull, and at least a right front damper plunger and a right rear damper plunger connected between longitudinally spaced points on the chassis portion and the at least one starboard hull. The suspension system further includes a deck attitude control system comprising a controller for each of at least two longitudinally or laterally arranged damper plungers among the left front, right front, left rear, and right rear damper plungers; at least one corresponding left front, left rear, left front, and right rear sensors selected from force, pressure, acceleration, orientation, or position sensors; and corresponding actuator devices. In use, the controller controls the actuators based on signals from the at least one force, pressure, acceleration, orientation, or position sensor to control the attitude of the underframe portion or the position of at least one point on the underframe relative to at least one reference. Whenever the vessel is in use, the controller can control the actuators to control the damping of the suspension system. Alternatively, when the deck attitude control system is in operation, such as when it is necessary to control the deck attitude (e.g., when the vessel is stationary and the deck needs to be kept substantially level), or when the vessel is docked with a tower, dock, ship, or other object (in which case a point on the deck can be vertically controlled relative to a point on the object), the controller can control the actuator.

[0007] Either the support member and / or the damper plunger may be directly connected between the base section and the associated hull, or indirectly connected between them, such as between the base section and the positioning device.

[0008] The at least one corresponding force, pressure, acceleration, orientation, or position sensor can provide at least one corresponding output signal indicating the force in the corresponding damper plunger, or the force in the damper plunger can be calculated from the at least one corresponding output signal indicating the force in the corresponding damper plunger. The at least one output signal can be an installation force, or it can be, for example, fluid pressure in the compression chamber and rebound chamber of the damper plunger.

[0009] The at least one corresponding force, pressure, acceleration, orientation, or position sensor can provide at least one corresponding output signal indicating the displacement of the corresponding damper plunger. Similarly, the at least one corresponding output signal can indicate the acceleration and / or velocity of the corresponding damper plunger.

[0010] The at least one reference point can be a point on the object or an absolute point in space. For example, the at least one reference point on the object can be at least one point on a tower, a dock, or another vessel or other object. Similarly, the orientation can be, for example, an absolute pitch orientation (i.e., relative to the ground) and / or an absolute roll orientation (i.e., relative to the ground).

[0011] Each damper plunger may include an electromechanical plunger. For example, each damper plunger may be a linear electromagnetic actuator plunger. Alternatively or additionally, each corresponding actuator device may include a corresponding motor. The motor may be an electric generator, and / or the motor may be a linear motor or electromagnetic actuator at least partially formed within and / or around the damper plunger.

[0012] Each corresponding damping plunger may include a fluid plunger comprising a corresponding compression chamber and a corresponding rebound chamber, and the actuator adjusts the pressure in the corresponding compression chamber and / or rebound chamber of the at least two longitudinally or laterally arranged damping plungers.

[0013] Each actuator device for a corresponding one of the at least two longitudinally or laterally arranged damper plungers may include at least one corresponding valve. For example, the at least one corresponding valve for the corresponding actuator may include: at least a corresponding variable valve, such as for changing the damping force in the damper plunger; and / or a proportional valve, such as for controlling the pressure in at least the compression chamber of the corresponding damper plunger; and / or a latching valve for isolating elasticity or preventing damper flow during driven or actuated operation of the damper plunger.

[0014] At least two of these corresponding actuator devices may include corresponding pumps. The pumps may be bidirectional and / or reversible.

[0015] The at least one corresponding valve may include: a corresponding damper compression chamber control valve, which is in fluid communication with the corresponding damper compression chamber; and a corresponding damper rebound chamber control valve, which is in fluid communication with the corresponding damper rebound chamber.

[0016] The corresponding damper chamber control valve can adjust the pressure in the corresponding damper chamber.

[0017] The corresponding damper chamber control valve can selectively connect the corresponding damper chamber to a pressure source. Additionally, the corresponding damper chamber control valve can selectively connect the corresponding damper chamber to a fluid reservoir (such as a tank). Alternatively, the damper plunger may include a minimum pressure device comprising a check valve and a fluid pressure accumulator, the maximum pressure in which is regulated by a pressure relief valve that releases excess pressure to the reservoir or tank. The corresponding damper chamber control valve can then selectively connect the corresponding damper chamber to the fluid accumulator.

[0018] The at least one corresponding valve may include a variable damper valve that provides a controllable variable flow limiter between at least the compression chamber and the rebound chamber, or between the compression chamber and the rebound chamber and the accumulator. The variable damper valve can be modified by a controller to provide a force in the damper plunger corresponding to the force required by the controller, provided that the pressure and flow rate in the damper plunger and actuator assembly are sufficient to provide the required force. The damper valve can then be flow-limited or closed, and the fluid pressure or volume in the compression chamber and the rebound chamber can be controlled using a pump and / or valves, pressure sources, and accumulators. The damper valve may include a controllable variable flow limiter and a passive valve connected in parallel. In this case, to completely close the damper valve, the controllable variable flow limiter can be controlled to the closed position, and a latching valve (both connected in parallel with the controllable variable flow limiter) can be provided in series with the passive valve, such that the latching valve can be closed.

[0019] Each corresponding damping plunger can be controlled by a controller to provide a damping force corresponding to the force required by the controller, up to an instantaneous ultimate damping force. Beyond this instantaneous ultimate damping force, an actuator device supplies power to the damping plunger to provide generating power. This instantaneous ultimate damping force can be determined in part by the displacement velocity or rate of the damper plunger. When the actuator device provides generating power, the generating power can correspond to the force required by the controller. For example, the damper plunger can act as a damper when wave-induced motion or motion due to inertia causes the damper plunger to move in the direction required by the controller to maintain the desired deck attitude or relative point position, or when this can be done by adjusting the variable damper setting. Whether this is possible at any given point in time can be determined by several parameters, including the damper plunger force, the pressure in the damper plunger chamber (if the damper plunger is a fluid plunger), the damper plunger extension or retraction rate, the variable damper setting, and / or the damper plunger extension or retraction acceleration. When it is impossible and external power is required to drive the position of the damper plunger so that the controller can maintain the desired deck attitude or relative point position, the damper valve can be closed and the position of the damper plunger can be driven by a power or energy source.

[0020] The pressure of the support member (e.g., static or non-dynamic pressure) can vary by less than 25%, preferably less than 20%, more preferably less than 15%, and most preferably less than 10%, within a range of at least 50%, preferably at least 60%, more preferably at least 70%, and most preferably at least 80% of the support member's stroke. The supporting force of the support member can vary by less than 25%, preferably less than 20%, more preferably less than 15%, and most preferably less than 10%, within a range of at least 50%, preferably at least 60%, more preferably at least 70%, and most preferably at least 80% of the support member's stroke.

[0021] Support members can be independent. For example, in addition to heave stiffness, support members can also provide roll stiffness and / or pitch stiffness. For example, support members can be independent mechanical, gas, or hydropneumatic springs. Alternatively, support members can be at least partially interconnected. For example, support members can provide roll and / or pitch stiffness smaller than heave stiffness. This can be achieved, for example, by interconnecting the anchor points of torsion bars, interconnecting the gas volumes of gas springs, or interconnecting the gas or hydropneumatic volumes of at least two support members used for at least two support points between the hull and the base frame.

[0022] The supports can be selectively interconnected. For example, the supports can be diagonally interconnected during deck attitude control system operation to reduce or eliminate roll and / or pitch stiffness from the supports.

[0023] The support may include a left front support plunger, a right front support plunger, a left rear support plunger, and a right rear support plunger, each of the respective support plungers having at least a respective support compression chamber that forms at least a portion of the respective support compression volume.

[0024] The left front support plunger and the right front support plunger can be interconnected by lateral cross connectors, each corresponding lateral cross connector being between the corresponding compression chamber of the front support plunger on one side of the vessel and the support rebound chamber of the laterally spaced front support plunger on the opposite side of the vessel; the left rear support plunger and the right rear support plunger can be interconnected by lateral cross connectors, each corresponding lateral cross connector being between the corresponding compression chamber of the rear support plunger on one side of the vessel and the rear rebound chamber of the laterally spaced rear support plunger on the opposite side of the vessel. For example, the left front support plunger, right front support plunger, left rear support plunger, and support plunger are interconnected by corresponding lateral cross connectors: the left front support compression chamber of the left front support plunger is connected to the right front support rebound chamber of the right front support plunger via a left front compression conduit forming a left front support compression volume; the right front support compression chamber of the right front support plunger is connected to the left front support rebound chamber of the left front support plunger via a right front compression conduit forming a right front support compression volume; the left rear support compression chamber of the left rear support plunger is connected to the right rear support rebound chamber of the right rear support plunger via a left rear compression conduit forming a left rear support compression volume; and the right rear support compression chamber of the right rear support plunger is connected to the left rear support rebound chamber of the left rear support plunger via a right rear compression conduit forming a right rear support compression volume.

[0025] At least two of the left anterior support compression volume, the right anterior support compression volume, the left posterior support compression volume, or the right posterior support compression volume may be selectively interconnected. For example, the left anterior support compression volume and the right posterior support compression volume may be selectively interconnected via a first diagonal support interconnection valve, and the right anterior support compression volume and the left posterior support compression volume may be selectively interconnected via a second diagonal support interconnection valve. The first diagonal support interconnection valve may be in a first diagonal conduit, the second diagonal support interconnection valve may be in a second diagonal conduit, and a third support interconnection valve may be provided to selectively interconnect the first diagonal conduit and the second diagonal conduit. Any such selective interconnection may be opened during deck attitude control system operation and closed when the deck attitude control system is not in use. For example, during deck attitude control system operation, such as when the controller controls the actuator during a transfer, the selective interconnection may be opened. Similarly, when the deck attitude control system is not in use, such as during transport, the selective interconnection may be closed.

[0026] It will be convenient to further describe the invention with reference to the accompanying drawings illustrating preferred aspects of the invention. Other embodiments of the invention are possible, and therefore the specificity of the drawings should not be construed as replacing the generality of the foregoing description of the invention. Attached Figure Description

[0027] In the attached diagram:

[0028] Figure 1This is a side view of a ship according to an embodiment of the present invention.

[0029] Figure 2 This is a schematic plan view of a ship according to an embodiment of the present invention.

[0030] Figure 3 This is a schematic diagram of a possible support device for a suspension according to an embodiment of the present invention.

[0031] Figure 4 This is a schematic diagram of a further possible support device for a suspension according to an embodiment of the present invention.

[0032] Figure 5 This is a schematic diagram of a damper device according to an embodiment of the present invention.

[0033] Figure 6 This is a schematic diagram of an alternative damper device according to an embodiment of the present invention.

[0034] Figure 7 This is a schematic diagram of an alternative damper device according to an embodiment of the present invention.

[0035] Figure 8 This is a schematic diagram of a further alternative damper device according to an embodiment of the present invention.

[0036] Figure 9 This is a schematic diagram of the control components of the deck attitude control system according to an embodiment of the present invention. Detailed Implementation

[0037] Original Reference Figure 1 The diagram illustrates a vessel 1 with a port hull (not shown) and a starboard hull 12 engaged in water 2. The invention provides a deck attitude control system for controlling the attitude of the deck of the vessel 2 or for controlling the position of a point on the vessel relative to a point on an object, or its absolute position or orientation in space. The vessel 2 is adjacent to a tower 4; therefore, one possible use of the deck attitude control system is to minimize the relative vertical distance between a point on the vessel (e.g., the bow 18) and a reference point 5 on the tower 4.

[0038] The term "underframe portion" is intended to encompass the vessel's underframe or body. The underframe portion 10 is positioned via a positioning device 14 (such as...). Figure 1 The front guide arm shown is positioned relative to the port and starboard hulls 12, although many other suitable positioning devices are known and can be used instead. The underframe portion is supported relative to the port and starboard hulls 12 in any effective manner by the front suspension plunger 16 and rear suspension plunger 17 located between the hull and the underframe portion.

[0039] Figure 2A vessel with a dashed underframe portion 10 is shown in plan view, which is largely located above the port hull 11 and starboard hull 12. However, the underframe portion may include the water connection portion of a trimaran rather than the catamaran illustrated. The invention can also be applied to tetramarans, i.e., vessels with four hulls (such as a port fore hull, a fore-high hull, a port aft hull, and a starboard aft hull).

[0040] The front suspension plunger 16 and the rear suspension plunger 17 preferably each include a support member 20 and a damping device 30, which, together with the controller and actuator device for the damper plunger, form a deck attitude control system. Therefore, as... Figure 2 As shown, the front suspension plunger 16 includes a left front support plunger 21, a left front damper plunger 31, a right front support plunger 22, and a right front damper plunger 32. Similarly, the rear suspension plunger 17 includes a left rear support plunger 23, a left rear damper plunger 33, a right rear support plunger 24, and a right rear damper plunger 34.

[0041] If damper plungers are used to control the attitude of the underframe portion, as in this invention, it can be advantageous to use supports that provide less roll and / or pitch stiffness than, for example, conventional freestanding coil springs. This can be achieved by using supports (such as freestanding air springs with low stiffness variation through the center of the stroke) or by using additional gas volume for a fluid pressure accumulator for the hydraulic plunger. For example, the static or non-dynamic pressure of the support can vary by less than 25%, preferably less than 20%, more preferably less than 15%, and most preferably less than 10% within a range of at least 50%, preferably at least 60%, more preferably at least 70%, and most preferably at least 80% of the support's stroke. Alternatively, when damper plungers of a deck attitude control system are used to control the attitude of the vessel's underframe portion, the supports 20 can be interconnected to reduce or substantially eliminate their roll and / or pitch stiffness.

[0042] Figure 3The arrangement of the support members 20 is shown, wherein each support plunger 21, 22, 23, 24 includes a corresponding compression chamber 41, 42, 43, 44 and a corresponding rebound chamber 45, 46, 47, 48. The left front support compression chamber 41 is in fluid communication with the right front support rebound chamber 46 via a left front lateral cross connector 51 forming a left front support compression volume 55. Similarly, the right front support compression chamber 42 is in fluid communication with the left front support rebound chamber 45 via a right front lateral cross connector 52 forming a right front support compression volume 56. The left rear support compression chamber 43 is in fluid communication with the right rear support rebound chamber 48 via a left rear lateral connector 53 forming a left rear support compression volume 57, and the right rear support compression chamber 44 is in fluid communication with the left rear support rebound chamber 47 via a right rear lateral connector 54 forming a right rear support compression volume 58. The left front support accumulator 65, right front support accumulator 66, left rear support accumulator 67, or right rear support accumulator 68 are connected to the corresponding support compression volumes 55, 56, 57, and 58 via corresponding support accumulator valves 71, 72, 73, and 74. These support accumulator valves are preferably lock-up valves, but may be or include any form of damper valve or variable flow limiter.

[0043] Such a lateral cross-connection arrangement of the fore and aft double-acting plungers inherently provides roll stiffness higher than pitch and heave stiffness. However, roll and pitch stiffness of the supports can be reduced or eliminated while maintaining heave stiffness by providing a first diagonal support interconnection valve 59 in a first diagonal conduit 61 between the left anterior support compression volume 55 and the right aft support compression volume 58, and a second diagonal support interconnection valve 60 in a second diagonal conduit 62 between the right anterior support compression volume 56 and the left aft support compression volume 57. When the vessel's suspension system is in passive operation, the diagonal support interconnection valves are normally closed, thus the supports provide typical heave and pitch stiffness as well as higher roll stiffness. However, when the deck attitude control system is in operation, i.e., when the attitude of the underframe section is controlled by the damper plunger, the first diagonal support interconnect valve 59 and the second diagonal support interconnect valve 60 can be opened (and preferably opened) to allow flow along the first diagonal conduit 61 between the left anterior support compression volume and the right aft support compression volume, and to allow flow along the second diagonal conduit 62 between the right anterior support compression volume and the left aft support compression volume. Flow through these two diagonal conduits 61, 62, which diagonally interconnect the opposing support compression volumes, will reduce or eliminate the roll and pitch stiffness provided by the support 20.

[0044] Figure 4The addition of a third support interconnect valve 75 is illustrated, which selectively connects between the first diagonal conduit 61 and the second diagonal conduit 62. Thus, when open, the first diagonal support interconnect valve 59 and the second diagonal support interconnect valve 60 reduce or eliminate the roll and pitch stiffness provided by the support member 20, and opening the third support interconnect valve 75 further eliminates the warping stiffness of the support member 20. Therefore, for example, if waves pass diagonally beneath the vessel, compressing, for example, the left anterior support plunger 21 and the right aft support plunger 24, fluid from the left anterior support compression volume 55 and the right aft support compression volume 58 can flow through the third support interconnect valve and into the right anterior support compression volume 56 and the left aft support compression volume 57. This allows the average height of the two diagonal members (left anterior and right aft plungers versus right anterior and left aft plungers) to vary freely relative to each other while maintaining support for the overall average height of the vessel's underframe.

[0045] Such as about Figure 3 As indicated, the corresponding support accumulator valves 71, 72, 73, and 74 are preferably lock-up valves, but may be or include any form of damper valve or variable flow limiter. Figure 4 In this configuration, each of the corresponding left front support accumulator valve 71, right front support accumulator valve 72, left rear support accumulator valve 73, and right rear support accumulator valve 74 includes a corresponding support accumulator shut-off valve 71a, 72a, 73a, 74a connected in parallel with the corresponding support accumulator bypass venting elements 71b, 72b, 73b, 74b. These bypass venting elements are orifices or other flow restrictors to allow the pressure difference between the corresponding accumulator and the corresponding support compression volume to gradually decrease. The purpose of this is to provide a passive means of reducing the pressure difference over time, allowing the parallel shut-off valves to open without abruptly changing the fluid volume in the corresponding support compression volume, as such a sudden change would produce an undesirable acceleration of the underframe section. The provided flow restrictors ensure that the accumulator does not provide a significant amount of elasticity for a short period as perceived by the controller, although the buoyancy interface between the hull and the water remains.

[0046] Figure 4 Locking valves 59, 69, 75, 71a, 72a, 73a, and 74a are shown as solenoid-pilot-operated normally open valves, wherein the solenoid is operated to the connection of the pump pressure P or tank T to energize and close or de-energize and open the corresponding valve. Figure 4 The diagram also shows a left front support compression volume pressure sensor or transducer 77, a right front support compression volume pressure sensor or transducer 78, a left rear support compression volume pressure sensor or transducer 79, and a right rear support compression volume pressure sensor or transducer 80, because the controller of the deck attitude control system can benefit from obtaining the support pressure.

[0047] Figure 5 The damping device 30 is shown. Each corresponding damper plunger 31, 32, 33, 34 includes a corresponding damper compression chamber 83, 84, 85, 86 and a corresponding damper rebound chamber 87, 88, 89, 90. Each corresponding damper plunger can be controlled by a corresponding actuator device 101, 102, 103, 104. Corresponding damper compression chamber pressure sensors 105, 106, 107, 108 are provided to indicate the pressure in the corresponding compression chamber, and similarly, corresponding damper rebound chamber pressure sensors 109, 110, 111, 112 are provided to indicate the pressure in the corresponding rebound chamber. This allows for the calculation of the damper plunger force. Corresponding plunger displacement, velocity, and / or acceleration sensors may be provided, but these are not included in the calculation. Figure 5 As shown in the image.

[0048] In each of the left front, right front, left rear, and right rear actuator assemblies, the corresponding variable damper valves 121, 122, 123, and 124 are located within the H-bridge arrangement of the check valve 163. This arrangement allows for the use of a single variable damper valve to control the damped flow in both the compression and rebound directions and permits the corresponding damper accumulators 145, 146, 147, and 148 to absorb and replenish the fluid volume required for the displacement of the damper plunger rod into and out of the cylinder of the damper plunger. At the center of the H-bridge arrangement are also provided corresponding orifices 125, 126, 127, and 128 connected in parallel with the corresponding damper valves 121, 122, 123, and 124. These orifices are optional but can improve smoothness through a zero-flow position. To prevent unwanted flow through the corresponding orifices 125, 126, 127, and 128 when the corresponding variable damper valves are closed, corresponding orifice shut-off valves 129, 130, 131, and 132 may optionally be provided in series with the corresponding orifices 125, 126, 127, and 128. The corresponding damper pressure relief valves 141, 142, 143, and 144 are also connected in parallel with the corresponding variable damper valves 121, 122, 123, and 124 and the corresponding orifices 125, 126, 127, and 128 to prevent excessive pressure in the corresponding damper compression and rebound chambers.

[0049] When controlling the damper assembly to drive the attitude of the underframe section, only two orthogonally spaced damper plungers need to be driven to control the roll and pitch attitude of the underframe section. For example, the two left damper plungers 31 and 33, or the two right damper plungers 32 and 34, or the two rear damper plungers 33 and 34 can be driven. However, in Figure 5In the example shown, two front damper plungers 31, 32 are actuated, thus providing a left front damper compression chamber control valve 133 and a right front damper compression chamber control valve 134 to selectively connect the respective damper compression chambers 83, 84 to the pressure source 161 or the reservoir or tank 162. Similarly, a left front damper rebound chamber control valve 137 and a right front damper rebound chamber control valve 138 are provided to selectively connect the respective damper rebound chambers 87, 88 to the pressure source 161 or the reservoir or tank 162. Since the two orthogonally spaced damper plungers 31, 32 are actuated by corresponding actuator devices 101, 102, the other two damper plungers 33, 34 can be controlled by corresponding actuator devices 103, 104 to allow the underframe portion to pivot on supports with low or zero roll and pitch stiffness, such as... Figure 5 As described in [the text].

[0050] The pressures within the left front damper accumulator 145, right front damper accumulator 146, left rear damper accumulator 147, and right rear damper accumulator 148 are typically low (e.g., a static pressure of 12 bar) because these accumulators are used to compensate for the net cylinder fluid volume at different positions during the stroke through the cylinder during normal damper operation, as explained above. However, over time, for example with temperature changes and repeated operation of the left front damper compression chamber control valve 133 and the right front damper compression chamber control valve 134, and the corresponding damper rebound chamber control valves 137, 138, the left front damper accumulator 145, right front damper accumulator 146, left rear damper accumulator 147, and right rear damper accumulator 148 can be gradually emptied or filled. Therefore, in Figure 5 In this configuration, corresponding damper accumulator control valves 149 and 150 are provided between the respective damper accumulators 145 and 146 and the fluid pressure source 161 to allow the fluid volume in the respective accumulator to be maintained and to prevent the accumulator from running out of fluid or bottoming out. Similarly, corresponding damper accumulator pressure relief valves 153 and 154 are provided between the respective damper accumulators and the reservoir or tank 162 to prevent the pressure in the respective accumulator from increasing to a pressure higher than the desired range.

[0051] The pressure sensors 157, 158, 159, and 160 of the corresponding damper accumulators can be used to measure the pressure in the corresponding left front damper accumulator 145, right front damper accumulator 146, left rear damper accumulator 147, and right rear damper accumulator 148. This is beneficial for both controlling the left front damper accumulator control valve 149 and the right front damper accumulator control valve 150, and for other calculations performed by the controller, such as calculating the pressure difference on the corresponding variable damper valves 121, 122, 123, and 124 to determine if the pressure difference is sufficient, and if so, to determine how to adjust the flow restriction of the corresponding variable damper valves to continue allowing the required flow rate. If the pressure differential is insufficient to generate the required damper force, the corresponding variable damper valve (along with the corresponding orifice shut-off valves 129, 130 (if present)) can be closed, and the corresponding damper compression chamber control valves 133, 134 or the corresponding damper rebound chamber control valves 137, 138 can be operated to control the pressure in the corresponding chamber and generate the required damper force and / or displacement, velocity or acceleration.

[0052] Figure 6 An alternative damping device 30 is shown, which is Figure 5 The damping device shown is a modified version. Figure 6 In this configuration, the low-pressure sides of the left front damper compression chamber control valve 133 and the left front damper rebound chamber control valve 137, as well as the right front damper compression chamber control valve 134 and the right front damper rebound chamber control valve 138, are connected to the corresponding left front damper accumulator 145 or right front damper accumulator 146. This significantly reduces or prevents the corresponding damper accumulators from running out of fluid or bottoming out during operation of the corresponding actuator devices 101, 102. Therefore, it is no longer necessary and can be omitted. Figure 5 The corresponding damper accumulator control valves 149 and 150 are typically high-flow valves with fast response. Figure 6 The rest of the damping device 30 and Figure 5 The situation is the same, and other components of the device can be described above. Figure 5 The methods discussed are as follows.

[0053] Figure 7 Further alternative damping devices 30 are shown, in which, for example, a single axial piston pump can be used instead of the corresponding pair of damper compression and rebound control valves (such as, 133 and 137; or such as, 134 and 138, in...). Figure 5 and Figure 6(In the middle). In each of the two orthogonally spaced damper plungers 31, 32 driven by the corresponding actuator devices 101, 102, a corresponding left front damper variable displacement bidirectional pump 181 or right front damper variable displacement bidirectional pump 182 is used between the corresponding damper compression chamber 83, 84 and the corresponding damper rebound chamber 87, 88. Ideally, the corresponding damper valves 121, 122 and any corresponding orifice shut-off valves 129, 130 (if present) are closed during the operation of the corresponding variable displacement bidirectional pumps 181, 182. The variable displacement bidirectional pumps 181, 182 can be unidirectional pumps as used in known switch H-bridge arrangements to allow unidirectional pumps to perform the tasks of bidirectional pumps. Similarly, the pumps can be variable speed rather than variable displacement to achieve a similar result.

[0054] When the left front damper pump 181 or the right front damper pump 182 is driven to extend the corresponding damper plungers 31, 32, fluid from the corresponding damper rebound chambers 87, 88, plus additional volume compensation fluid from the corresponding damper accumulators 145, 146 (which is supplied via one of the check valves 163), is drawn in by the corresponding pump 181 or 182 and enters the corresponding damper compression chambers 83, 84. Conversely, when the left front damper pump 181 or the right front damper pump 182 is driven to compress the corresponding damper plungers 31, 32, the corresponding pilot conduits 185, 186 are provided to allow pressure unseat check valve 163 from the corresponding damper springback chambers 87, 88, thereby allowing excess fluid flowing from the corresponding damper compression chambers 83, 84 to flow into the corresponding damper accumulators 145, 146, with the remainder flowing through the corresponding pump 181 or 182 and into the corresponding damper springback chambers 87, 88.

[0055] Although it can be used as Figure 5 and Figure 6 Pressure sources in or such as Figure 7 The corresponding pumps in the system drive all four damper plungers, but using... Figure 3 and Figure 4A support system that provides heave support and has low or virtually no roll and pitch stiffness allows for the use of only two driven damper plungers, thus simplifying both control and damper actuator assemblies. However, if only two damper plungers are driven, it is preferable that these two driven damper plungers are located at the end of the vessel with the greatest load or mass. For example, in the case of a vessel with a load deck at the aft end capable of carrying a large effective load, if the driven damper plungers are at the forward end, the support needs to provide heave support, with minimal support in pitch and roll, in order for the deck attitude control system to provide an extension force at the aft capable of lifting a large effective load, and the forward driven damper (such as, in Figures 5 to 7 (In the case of a vessel) high pressure needs to be generated in the rebound volume to cause the front to contract and drive the underframe to pitch, thereby providing a rise in height at the rear. In such vessels where the maximum load applied to the suspension system is at the rear, the driven damper plunger should be the rear damper plunger, such as... Figure 8 As shown in the image.

[0056] Maintenance control devices can be provided to maintain the pressure and fluid volume in the compression and rebound chambers of various dampers, as well as in the damper accumulator, especially in damping devices where there is no control valve for each damper plunger to control the fluid supply from the pressure source or to the tank (i.e., as in...). Figure 5 , Figure 6 and Figure 7 (Examples in the text). Figure 8 The inlet and outlet valves for volume control in each damper are shown.

[0057] refer to Figure 8 This illustrates a further alternative damping device 30. While the principle is similar to... Figures 5 to 7 The same as in the damping device, but... Figure 8 The embodiments shown have many variations, such as the left rear actuator device 103 and right rear actuator device 104 being driven dampers, instead of the front actuator devices 101, 102 being driven dampers as discussed above. In addition to the corresponding left front damper accumulator control valve 149, right front damper accumulator control valve 150, left rear damper accumulator control valve 151 or right rear damper accumulator control valve 152 connected to the fluid pressure source 161 and the corresponding damper accumulator pressure relief valves 153, 154, 155, 156 connected to the tank or reservoir 162, corresponding damper accumulator outlet valves 201, 202, 203, 204 are also provided to maintain the pressure in the corresponding damper accumulators 145, 146, 147, 148.

[0058] Pilot pressure conduit 205 and pilot tank conduit 206 are shown for each variable damper valve 121, 122, 123, 124, as these valves can be solenoid-pilot-operated valves. Corresponding damper accumulator fluid temperature sensors 207, 208, 209, 210 are also shown. Since the viscosity of the fluid changes with temperature, knowing the fluid temperature in the corresponding damper accumulator or elsewhere in the corresponding actuator device can be beneficial. Cooling can be provided, and the cooling can be controlled based on the measured temperature to aid heat exchange.

[0059] The operation of the driven left rear actuator device 103 and right rear actuator device 104 is related to, for example... Figure 5 The operation of the driven left front actuator device and the right front actuator device is very similar. Optionally, a left rear orifice shut-off valve 131 and a right rear orifice shut-off valve 132 are provided in series with the corresponding orifices 127, 128 to prevent unwanted flow through the corresponding orifices when the corresponding variable damper valves 123, 124 are closed.

[0060] Figure 5 The individual left front damper compression chamber control valve 133 or right front damper compression chamber control valve 134 and left front damper rebound chamber control valve 137 or right front damper rebound chamber control valve 138 of the driven front actuator units 101, 103 are replaced with Figure 8 A single left rear directional control valve 221 or right rear directional control valve 222. Each corresponding left or right rear directional control valve selectively connects the pressurized fluid source 161 to either the compression chamber or the rebound chamber of the corresponding rear damper piston, while the other of the compression chamber or rebound chamber is selectively connected to the corresponding damper accumulator 147, 148 and the corresponding damper accumulator pressure relief valve.

[0061] Although the directional control valves 221 and 222 provide basic control over the actuation of the rear actuator devices 103 and 104, the damper accumulator pressure relief valves 155 and 156, the damper accumulator outlet valves 201 and 202, and the damper accumulator control valves 151 and 152 maintain the pressure in the actuated left and right rear actuator devices within the desired range.

[0062] exist Figure 9 The diagram shows the control components of the deck attitude control system 250, namely, the controller 252, sensors, and valves. For clarity, Figure 9 The middle part is omitted Figure 8The plungers and conduits are shown, but similar valves are given similar reference numerals. For each corresponding left front, right front, left rear, and right rear support plunger or damper plunger (not shown), corresponding displacement sensors 261, 262, 263, and 264 communicating with controller 252 are shown. Corresponding support plunger or damper plunger force sensors 265, 266, 267, and 268 may be provided to enable the measurement of the force in the support plunger or damper plunger, or alternatively, additional pressure sensors on or near the compression and rebound chambers of the corresponding plungers may be used to calculate the force in the corresponding plungers. For example, corresponding damper compression chamber pressure sensors 105, 106, 107, and 108 and corresponding damper rebound chamber pressure sensors 109, 110, 111, and 112 are typically required for damping control and can therefore be used to calculate the corresponding damper plunger force.

[0063] The corresponding damper accumulator pressure sensors 157, 158, 159, and 160 also communicate with the controller to maintain the accumulator pressure. Although this function can be performed by a separate controller, it is preferably included in the main deck attitude system controller 252. The corresponding port forward hull accelerometer 269, starboard forward hull accelerometer 270, port aft hull accelerometer 271, and star aft hull accelerometer 272 can be mounted on or near the corresponding support or actuator device of the plunger on the hull section or mounted on the hull itself to provide signals indicating acceleration in or around one or more axes to the controller.

[0064] One or more accelerometers can be provided on the underframe of the vessel. Figure 9 In the example shown, chassis accelerometers 273, 274, 275, and 276 are mounted on the chassis, near each support and / or damper plunger, but any number of accelerometers can be used in any location. For example, a single multi-axis accelerometer can be used at any location on the chassis to measure linear and rotational acceleration on the chassis section, replacing or supplementing several accelerometers placed at locations dispersed around the chassis section. For example, the controller may include multi-axis accelerometer or gyroscope sensors integrated into a board or housing of the controller.

[0065] The controller mode can be changed using a mode switch 281 or other input devices (such as selectors on a touchscreen or voice control). Controller 252 is connected to support accumulator lock-up valves 71a, 72a, 73a, 74a, and first diagonal support interconnect valve 59, second diagonal support interconnect valve 60, and third support interconnect valve 75 to control the elasticity and stiffness modes of the supports primarily based on the controller mode. For example, if active deck attitude control or transfer mode is selected and at least two of the damper plungers are actuated to adjust the pitch and roll attitude of the underframe section, support accumulator lock-up valves 71a, 72a, 73a, 74a can close to remove their elasticity from the supports, and support interconnect valves 59, 60, 75 can open to remove the pitch, roll, and warp stiffness of the supports.

[0066] The controller 252 is also connected to the corresponding variable damper valves 121, 122, 123, 124; the left aft orifice lock-up valve 131 and the right aft orifice lock-up valve 132; the corresponding left forward damper accumulator control valve 149; the right forward damper accumulator control valve 150; the left aft damper accumulator control valve 151 or the right aft damper accumulator control valve 152; the corresponding damper outlet valves 201, 202, 203, 204; and the left aft directional control valve 221 and the right aft directional control valve 222. The controller is connected to the above valves to control them in response to inputs from sensors and mode switches. Status and / or warnings and other information can be displayed on the display 282, which may be specific to the deck attitude control system or part of a user interface used by other systems on the vessel.

[0067] For example, when mode switch 281 is in normal or transport mode, deck attitude control system 250 can be inactive, and the supports operate in a passive mode with roll stiffness higher than heave and pitch stiffness. In this passive mode, the variable damper valve can be controlled to achieve variable damping even if none of the damper plungers are driven to the appropriate position.

[0068] When the mode switch is in active or transfer mode, the deck attitude control system 250 is active and the controller is processing input from sensors, including a bow sensor 283 that can sense loads on the bow when in contact with the tower, or additionally or alternatively, an optical or relative proximity sensor that can detect the position of a reference point on the tower relative to the bow of the vessel.

[0069] Even when the mode switch is in the normal or transport position, some control over the attitude of the underframe section may still exist, but preferably not only in terms of pitch and roll control. For example, the mode switch may include three positions: the active or transfer position described above, where the deck attitude control system is operational; roll adjustment or transport mode; and a passive position. For example, a roll shifter may be connected between the port fore, starboard fore, port aft, and port aft support compression volumes. Alternatively, the roll shifter may be connected to port fore, starboard fore, port aft, and port aft actuator devices to allow the use of damper plungers to apply roll moments to the underframe section. Other forms of fluid control besides roll shifters may also be used to roll the underframe section into a turn. Controlling the roll attitude of the underframe section during transport to roll the vessel into a turn can be advantageous, as described in the applicant's U.S. Patent No. 10,286,980.

[0070] Modifications and variations that are obvious to those skilled in the art are considered to be within the scope of this invention. For example, the damper plunger may be electromechanical and controlled to dampen the movement of the plunger and thus the vessel by, for example, extracting energy via an inductor, and similarly to supply energy to drive the damper plunger as required by the controller when force and direction cannot be achieved by damping (extracting energy).

Claims

1. A suspension system for a watercraft having at least one left hull, at least one right hull, and a chassis portion, characterised in that the suspension system comprises positioning means for constraining movement of the left and right hulls relative to the chassis portion in at least longitudinal and lateral directions, support members for at least partially supporting the chassis portion relative to the at least one left and right hulls, and at least a left front damper piston and a left rear damper piston connected between the chassis portion and longitudinally spaced points on the at least one left hull, and at least a right front damper piston and a right rear damper piston connected between the chassis portion and longitudinally spaced points on the at least one right hull, wherein the suspension system further comprises a deck attitude control system comprising a controller for each of at least two longitudinally or laterally disposed damper pistons of the left front, right front, left rear and right rear damper pistons, at least one respective left front, left rear, right front and right rear sensor selected from force, acceleration, direction or position sensors, and respective actuator means, the controller in use controls the actuator means in dependence on signals from the at least one force, acceleration, direction or position sensor to control attitude of the chassis portion or to control position of at least one point on the chassis portion relative to at least one reference, and each respective damper piston is controlled by the controller to provide a damping force corresponding to a force required by the controller up to an instantaneous limit damping force beyond which power is supplied to the damper piston by the actuator means to provide launch power.

2. The suspension system of claim 1, wherein, the at least one respective force, acceleration, direction or position sensor provides, or is calculated from, at least one respective output signal indicative of force in the respective damper piston.

3. The suspension system of claim 1, wherein, the at least one respective force, acceleration, direction or position sensor provides at least one respective output signal indicative of displacement of the respective damper piston.

4. The suspension system of claim 1, wherein, the at least one reference is a point on an object, or an absolute point in space, or an absolute direction.

5. The suspension system of claim 1, wherein, each damper piston is an electromechanical piston.

6. The suspension system of claim 1 or 5, wherein, each respective actuator means comprises a respective electric motor.

7. The suspension system of claim 6, wherein the electric motor is a linear motor or electromagnetic actuator formed at least partially within and / or around the damper piston.

8. The suspension system of claim 1, wherein, each respective damper piston is a fluid piston comprising a respective compression chamber and a respective rebound chamber, the actuator means adjusts pressure in the respective compression and / or rebound chambers of the at least two longitudinally or laterally disposed damper pistons.

9. The suspension system of claim 8, wherein, each actuator means for the respective one of the at least two longitudinally or laterally disposed damper pistons comprises at least one respective valve.

10. A suspension system as claimed in claim 8 or claim 9, wherein, at least two of the respective actuator means comprise a respective pump.

11. The suspension system of claim 9, wherein, the at least one respective valve comprises: a corresponding damper compression chamber control valve in fluid communication with the corresponding damper compression chamber; a corresponding damper rebound chamber control valve in fluid communication with the corresponding damper rebound chamber.

12. The suspension system of claim 11, wherein, The corresponding damper chamber control valve adjusts the pressure in the corresponding damper chamber.

13. The suspension system of claim 11, wherein, The corresponding damper chamber control valve selectively communicates the corresponding damper chamber with a pressure source.

14. The suspension system of claim 13, wherein, The corresponding damper chamber control valve selectively communicates the corresponding damper chamber with a fluid reservoir.

15. The suspension system of claim 13, wherein, The damper piston includes a minimum pressure device including a check valve and a fluid pressure accumulator, the maximum pressure in the fluid pressure accumulator being regulated by a pressure relief valve that relieves excess pressure to a fluid reservoir, The corresponding damper chamber control valve selectively communicates the corresponding damper chamber with the fluid pressure accumulator.

16. The suspension system of claim 9, wherein, The at least one corresponding valve includes a variable damper valve that provides a controllable variable restriction between at least the compression chamber and the rebound chamber.

17. The suspension system of claim 16, wherein, The variable damper valve is varied by the controller to provide a force in the damper piston corresponding to a desired force by the controller, the pressure and flow in the damper piston and actuator device being sufficient to provide the desired force, after which the variable damper valve is restricted or closed, and the fluid pressure or volume in the compression chamber and rebound chamber are controlled using pumps and / or valves, a pressure source, and a fluid reservoir.

18. The suspension system of claim 1, wherein, The pressures of the supports vary less than 25% over at least 50% of the range of travel of the supports.

19. The suspension system of claim 1 or 18, wherein, The supports are independent.

20. The suspension system of claim 1 or 18, wherein, The supports are at least partially interconnected.

21. The suspension system of claims 1 or 18, wherein, The supports are selectively interconnected.

22. The suspension system of claim 1, wherein, The supports include a left front support piston, a right front support piston, a left rear support piston, and a right rear support piston, each corresponding support piston having at least a corresponding support compression chamber forming at least a portion of a corresponding support compression volume.

23. The suspension system of claim 22, wherein, The left front support piston and the right front support piston are interconnected by a transverse cross-link, each corresponding transverse cross-link being between a corresponding compression chamber of a front support piston on one side of the vessel and a support rebound chamber of a transversely spaced front support piston on an opposite side of the vessel; The left rear support piston and the right rear support piston are interconnected by a transverse cross-link, each corresponding transverse cross-link being between a corresponding compression chamber of a rear support piston on one side of the vessel and a rear rebound chamber of a transversely spaced rear support piston on an opposite side of the vessel.

24. The suspension system of claim 22, wherein, The left front support piston, the right front support piston, the left rear support piston, and the right rear support piston are interconnected by corresponding transverse cross-links, The left front support compression chamber of the left front support piston is connected to the right front support rebound chamber of the right front support piston by a left front compression conduit forming a left front support compression volume, The right front support compression chamber of the right front support piston is connected to the left front support rebound chamber of the left front support piston by a right front compression conduit forming a right front support compression volume, The left front support compression chamber of the left front support piston is connected to the right front support rebound chamber of the right front support piston by a left front compression conduit forming a left front support compression volume, The left rear support compression chamber of the left rear support ram is connected to the right rear support rebound chamber of the right rear support ram by a left rear compression conduit forming a left rear support compression volume, and The right rear support compression chamber of the right rear support ram is connected to the left rear support rebound chamber of the left rear support ram by a right rear compression conduit forming a right rear support compression volume.

25. The suspension system of any one of claims 22 to 24, wherein, The left front support compression volume and the right rear support compression volume are selectively interconnected by a first pair of diagonal support interconnection valves, and The right front support compression volume and the left rear support compression volume are selectively interconnected by a second pair of diagonal support interconnection valves.

26. The suspension system of any of claims 22-24, wherein, At least two of the left front support compression volume, the right front support compression volume, the left rear support compression volume, or the right rear support compression volume are selectively interconnected.

27. The suspension system of claim 25, wherein, The first pair of diagonal support interconnection valves and the second pair of diagonal support interconnection valves are open during operation of the deck attitude control system, and are closed when the deck attitude control system is not in use.

28. The suspension system of claim 1, wherein, The force sensor is a pressure sensor.

29. The suspension system of claim 15, wherein, The fluid reservoir is a tank.

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