SYSTEM FOR MANEUVERING A MARINE VEHICLE

Abstract

The invention relates to a system (10) for maneuvering a marine craft (20), said system (10) being intended to be placed at the edge (310) of a ship (30), said system (10) comprising a ramp (110) positioned on said ship (30), said ramp (110) comprising a first end (1101), a carriage (120) adapted to move on the ramp (110), a fender body (130) connected to the carriage (120) and adapted to rest on the ramp (110), said fender body (130) being able to rotate relative to the carriage (120). Said system (10) comprising at least one fender arm (140) comprising a second device for attachment to the marine craft (20), said fender arm (140) being able to rotate within a limited angular range relative to the fender body (130). Figure for abstract: Fig. 1

Description

Title of the invention: System for maneuvering a marine vehicle Technical field

[0001] The present invention is in the naval field and relates to a system for launching and recovering marine or underwater vehicles (LARS, for "Launch And Recovery System") capable, on the one hand, of lifting the vehicle from the water to a towing system on board a carrier ship, and on the other hand, of lowering the vehicle from the carrier ship to the sea. It applies in particular to the launching of towed or autonomous underwater vehicles, the latter then being provided with a temporary link during the launching and recovery phases. Prior art

[0002] The operations of launching and recovering a marine or underwater vehicle from a carrier ship, also responsible for transporting this vehicle, generally involve a critical phase, especially in rough seas. This phase consists of the transition from the fully emerged state where the vehicle is attached to the handling means used, to the fully submerged state where the vehicle no longer has any connection with them, and vice versa. Indeed, it is during these critical phases that the swell movements are the most dangerous for the integrity of the vehicle, the latter being shaken by the swell while it is close to either the structure of the ship or that of the lifting and handling means, with the risk of hitting them.This is particularly the case for a marine or underwater vehicle in the launching or recovery phase, when the vehicle is partially in the water: its movements are not yet (or are no longer) completely controlled by the lifting and handling means. Thus, with regard to autonomous vehicles, not towed by the ship, a known solution consists of providing means of securing on the hull of the vehicle, for example fixing rings, these fixing means being arranged in such a way that the vehicle can be lifted while maintaining a horizontal position. Launching and recovery can then, for example, be carried out by means of a winch mounted on a mobile gantry placed at the rear of the ship, or a crane, the gantry or crane making it possible to position the lifting winch above the recovery area.As a result, launching and raising are carried out vertically, which limits the possibility of collision with the vessel during descent or raising. Alternatively, the lifting of the craft can be carried out by placing it in a nacelle-type device which itself has appropriate fixing points.

[0003] This type of solution is applicable, in particular autonomously, to machines towed from a single cable, preferably located vertically above the center of gravity. Handling by means such as those described above using a single cable requires additional operations which, after lifting the machine and positioning it above the deck of the ship, have the aim of resting the machine flat on the deck of the ship or more generally on a storage area. These operations generally require the intervention of human operators, an intervention which is made more delicate and more dangerous in heavy seas. When using machines towed from the front, the generally preferred solution is to use a handling cable temporarily attached above the center of gravity of the machine.

[0004] A solution also used provides for handling based on the installation of means comprising an inclined ramp on which the machine slides to reach the surface of the water or to leave it and return to the ship. The ramp is generally configured so as to ensure the guidance of the machine along a rectilinear trajectory, which prevents the machine from following a lateral movement. However, such a ramp is generally not suitable for use in heavy seas. Indeed, lateral movements of the machine can damage it, but also relative vertical movements when the machine is in a transition zone.

[0005] The use of such means advantageously makes it possible to carry out the launching and deployment of the machine behind the ship by letting the towing cable pay out and, conversely, to recover the machine on board the ship by winding the cable, on the drum of a winch for example. In this way, the launching and recovery of the machine can be carried out while the ship is moving, so that the machine, towed by the ship, is naturally positioned in the axis of progression of the ship.

[0006] To overcome these difficulties of coming into contact, various solutions have been developed, solutions generally adapted to a given type of craft. These known solutions generally consist of reinforcing the structure of the craft, mainly the nose, so that it resists the shocks resulting from coming into contact with the end of the ramp. It also consists of implementing means to minimize these shocks, in particular by configuring the ramp so that its end is located below the surface of the water so that the craft floating on the surface comes into contact with the inclined surface of the ramp and not with its end. Such solutions nevertheless prove insufficient in rough seas because the tossing effect (or "slamming" according to the Anglo-Saxon term) due to the waves is then reinforced by the movement of the ship.

[0007] Other solutions have been developed (for example EP 20110793422 and US 8430049B1) in which a tilting articulated ramp is integrated into the vessel. The tilting of the ramp makes it possible to control the submerged part of the ramp. Once the ramp is submerged, traction of the craft makes it possible to cross the stop which separates the ramp from the water surface. In addition, in rough seas, the ramp can be exposed.

[0008] Document WO2016062870 discloses a solution in which a protective element is adapted to move a marine vehicle towards a ramp. However, in certain applications, particularly with a very high bridge or significant ship movements in swell, this solution reaches its limits and, in the case of an underwater vehicle towed from the front and fitted with wings, leads to the vehicle resting on the trailing edge of the front wings during ascent despite the use of a curved part for defense. Repeated contact with the trailing edge of the wings can lead to degradation of these wings over time.

[0009] There is therefore a need to propose a simple and practical solution making it possible to improve the maneuvering of the marine vehicle during launching or recovery operations while minimizing mechanical damage to this marine vehicle during these operations. Statement of the invention

[0010] The present invention aims to at least partially address this need.

[0011] More particularly, the present invention aims to facilitate the maneuver autonomous marine vehicles that may present certain weaknesses.

[0012] For this purpose, a first object of the invention concerns a system for maneuvering a marine craft, said system being intended to be placed on board a ship. The system comprises: - a ramp positioned on said vessel, said ramp having one end, said end being non-immersed in water; - a winch arranged at one end of the ramp opposite the end, said winch being adapted to control the winding and unwinding of a cable, said cable being adapted to move the marine craft; - a trolley adapted to move on the ramp between the rounded end and the winch under the effect of a movement of the marine vehicle; - a defense body connected to the carriage and adapted to rest on the ramp, said defense body being able to rotate relative to the carriage; - at least one fender arm adapted to rest on a rolling path, said fender arm being adapted to extend the fender body towards the water, said fender arm being able to rotate within a limited angular range relative to the fender body.

[0013] This improves the attachment / detachment of the marine craft with the ship. In fact, the fender arm is in the high position during recovery at the moment when the marine craft touches said fender arms. This high position comes mainly from the fact that in the low position the entire fender body rests on the arms of fender. This allows the arms to be lowered further into the water to accommodate the marine craft while maintaining an inclined V-shaped profile, seen from the side. In addition, this solution is particularly suitable for marine craft with two horizontal supports at the front, such as wings, arranged on either side of a main body. Indeed, during ascent and specifically during the critical passage of a transom, the fender arms move into the lower position under the effect of the weight of the fender body and the fact that it is the arms that are supported on the rolling path. If we consider recovery, the marine craft can thus dock on these fender arms which will limit the movements of surging, sheer, heave, roll and yaw. The marine craft advances on the fenders by the effect of the cable being pulled back by the winch.The fenders then allow, during the advance of the trolley, to lift in a purely mechanical manner, that is to say by using the traction force of the winch, the front of the marine vehicle to bring it to the level of the ramp. Once the step has been passed, the marine vehicle can then begin to slide on the ramp until it is completely recovered. When launching, the fender arms also accompany the marine vehicle, placing it in the water without there being any shocks at the front of said marine vehicle likely to damage it. We also avoid pressure on the trailing edge of the wings by being able to retract the fender arms except when they are necessary (in the low position) or if they are not in the way (in particular on the upper part of the ramp). This solution is fully automatable and requires a minimum of actuators.

[0014] In a particular embodiment, the limited angular range is less than or equal to 10°.

[0015] In a particular embodiment, the limited angular range is achieved by: - a pivot connection between the defense body and the defense arm; - a light in the defense arm, said light being distant from the pivot link; - a pawn belonging to the defense body and capable of moving in the light.

[0016] In a particular embodiment, the defense arm is curved.

[0017] In a particular embodiment, the rolling path associated with the arm of defense comprises a first part belonging to the ship and a second part extending the first part of the runway in continuity with the end of the ramp.

[0018] In a particular embodiment, the defense arm comprises a protrusion intended to bear on the second part of the rolling track.

[0019] In a particular embodiment, said system comprises two defense arms arranged on either side of the defense body.

[0020] In a particular embodiment, the carriage is a fairlead carriage.

[0021] Another object of the invention relates to a system for maneuvering a machine sailor according to the invention.

[0022] The present invention will be better understood upon reading the detailed description of embodiments taken as non-limiting examples and illustrated by the appended drawings in which:

[0023] [Fig-1] [Fig.l] illustrates, seen from the side, the system according to the invention for the maneuver of a marine vehicle during a docking phase of this vehicle;

[0024] [Fig.2] [Fig.2] illustrates the position of a pin in a light of the system of [Fig.l] in the phase of the start of ascent of the marine vehicle;

[0025] [Fig.3] [Fig.3] illustrates, seen from the side, the system of [Fig.l] in a phase of starting the ascent of the marine vehicle;

[0026] [Fig.4] [Fig.4] illustrates the position of the pin in the light of the system of [Fig.3] in the phase of the start of ascent of the marine vehicle;

[0027] [Fig.5] [Fig.5] illustrates, seen from the side, the system of [Fig.l] in a phase following the ascent of the marine vehicle;

[0028] [Fig.6] [Fig.6] illustrates the position of the pin in the light of the system of [Fig.5] in the phase of following the ascent of the marine vehicle.

[0029] [Fig.l] illustrates a system 10 for maneuvering a marine craft 20.

[0030] This system 10 is adapted to be placed on a ship 30, for example a small ship less than 50 meters. More particularly, the system 10 is arranged on an edge 310 of this ship 30. Preferably, the system 10 is installed at the stern of this ship 30.

[0031] The system 10 for maneuvering the marine vehicle 20 comprises: - a 110 ramp; - a winch (not shown); - a 120 trolley; - a 130 defense corps; - at least one 140 defense arm.

[0032] The ramp 110 extends over the ship 30 from one end 1101 towards the winch. It may be in the form of a slide defining a sliding path. It has a certain inclination a facilitating launching of the marine craft 20. More particularly, the ramp 110 overlaps the edge 310 of the ship 30 so that the end 110 protrudes from this edge 310 towards the water, represented by a water line 40 in [Fig.l]. This end 1101 is however not immersed in the water but is emerged in a limited manner, for example between 0 and 50 cm.

[0033] The winch is arranged at one end of the ramp 110 opposite the end 1011. This winch is adapted to control the winding and unwinding of a cable (not shown). During a cable winding phase, the marine craft 20 is pulled onto the ramp 110 by the cable to be removed from the water. Conversely, during a cable unwinding phase, the marine craft 20 is pulled onto the ramp 110 by the cable to be removed from the water. rolling of the cable, the craft 20 slides on the ramp 110 under the effect of its weight in order to be launched. Alternatively, the trolley can contribute to launching (and recovery) by being controlled, for example, with a limited force always exerted downwards. When launching, the winch pays out the cable and the mass of the marine craft, the mass of the trolley and the force drive the assembly downwards. The advantage is to guarantee the plating between the marine craft and the fenders, in particular in the case where there is no locking at the fenders.

[0034] The carriage 120 is adapted to move on the ramp 110 between the end 1011 and the winch under the effect of a movement of the marine vehicle pulled by the cable. Preferably, the carriage 120 is a fairlead carriage type carriage.

[0035] The defense body 130 comprises an elongated portion 1301, a boss 1302 (visible in [Fig.2]) and a plurality of contact points 1303. The elongated portion 1301 allows a connection of the defense body 130 with the carriage 120. More particularly, the defense body 130 is adapted to rotate relative to the carriage 120 around a pivot connection 1201. Such a rotation of the defense body 130 with the carriage 120 makes it possible to maintain this defense body 130 in contact with the ramp 110, in particular at the contact points 1303. The defense body 130 also comprises a boss 1302.

[0036] The fender arm 140 extends the fender body 130 in the direction of the water. This fender arm 140 is able to rotate relative to the fender body 130 within a limited angular range. Preferably, this limited angular range is less than 10°. The fender arm 140 thus rotates around a pivot connection 1401. This rotation is blocked by a pin 1304 of the fender body 130 which moves in a slot 1402 belonging to the fender arm 140. It will be noted that the fender arm 140 is adapted to rest on a rolling path 150. This rolling path 150 is different from the ramp 110. This rolling path comprises a first part 1501 belonging to the ship 30, a second part 1502 extending the first part 1501 in the direction of the water. The second part 1502 extends the first part 1501 in continuity with the end 1101 of the ramp 110. Preferably, the rolling path 150 is parallel to the ramp 110.The raceway extends beyond the edge 310 of the vessel and has a rounded shape.

[0037] The marine vehicle 20 is, for example, an autonomous marine vehicle 20. It may comprise: - a main body 210; - at least one 220 control surface. - a first hanging device (not shown).

[0038] The main body 210 is adapted to remain on the surface dynamically thanks to a non-zero speed and bearing surfaces. Alternatively, the main body 210 may float on water. It is capable of receiving a load, such as a sonar having fragile elements. The main body 210 can also receive motorization elements to ensure movement of the marine vehicle 21 on the water.

[0039] The rudder 220 is adapted to facilitate the guidance of the marine craft 20 during its movements on the water. This rudder 220 can take the form of a wing having a leading edge 2201 on its upper part and a trailing edge 2202 on its lower part. Preferably, the marine craft 20 comprises two rudders arranged on either side of the main body 210. In Figures 1, 3, 5, the rudder 220 is inclined with the leading edge inclined upwards.

[0040] The first attachment device of the marine craft 20 is located at the front of the body main 210. This first attachment device is adapted to be linked to the cable of the main winch.

[0041] [Fig.l] illustrates the system 10 in a docking phase of the naval craft 20. In this docking phase, the carriage 120 is closest to the end 1101 and the fender body 130 and the fender arm 140 are partly submerged. The rudder 220 of the marine craft 20 can then come into abutment against the fender body 130. In addition, this rudder 220 also comes into abutment against the fender arm 140 at a support zone without a hump. The defense arm 140 is here in a high position in which the pin 1304 is in a lower part of the light 1402. This positioning of the pin 1304 is more particularly illustrated in [Fig.2] which is an enlargement of the defense body 130 at the level of the light 1402. The defense arm 140 is held in its high position under the action of the marine machine 20 against the defense arm 140 and a support on the second part 1502 of the rolling track 150 via a protuberance 1403.

[0042] [Fig. 3] illustrates the system 10 in a phase of starting the ascent of the marine vehicle 20. During this phase, the cable is brought back by means of the winch, which makes it possible to pull the marine vehicle 20, the fender body 130 and the fender arm 140. With the movement of the carriage 120, the fender arm 140 pivots around the pivot connection 1401 to reach an intermediate position. As illustrated in [Fig. 4], in this intermediate position, the pin 1304 is between the two ends of the light 1402. This positioning of the pin 1304 is more particularly illustrated in [Fig. 4]. The connection between the marine vehicle 20 and the system 10 is then improved. Due to the curved shape of the fender arm 140, the front of the marine vehicle 20 is raised.Furthermore, by this rotation around the pivot connection 1401, the defense arm 140 retracts by its own weight, which allows it not to touch the trailing edge 2202 of the horizontal support 220, in this critical position for the passage of the step formed by the transom of the boat.

[0043] [Fig.5] illustrates the system 10 in a phase following the ascent of the craft. marine. During this phase, the cable continues to be pulled up by means of the winch, which allows the marine craft 20 to be pulled via the carriage 120, the fender body 130 and the fender arm 140. This marine craft 20 then comes to rest directly on the ramp 110. With the movement of the carriage 120, the fender arm 140 pivots around the pivot connection 1401 to reach a low position. In this low position, the pin 1304 is in an upper part of the light 1402. This positioning of the pin 1304 is more particularly illustrated in [Fig.6]. The fender arm 140 arrives in the second part 1502 of the rolling track 150. This second part 1502 has a rectilinear shape. In the same way as the previous phase, the defense arm 140 does not touch the trailing edge 2202 of the horizontal support 220.

[0044] In the case where the ascent continues, the defense arm 140 arrives in a third part 1503 which is here horizontal. The marine vehicle 20 continuing to slide on the ramp 110, the second attachment device of the defense arm 140 retracts and is freed from the marine vehicle 20.

[0045] The description developed above also applies to an operation in which the marine vehicle 20 is lowered from the ship 30. The winch will then gradually release the cable. The fender body 130, the fender arm 140 will successively pass into the different positions as illustrated in Figures 6 to 1.

[0046] Another object of the invention also relates to a ship 30 comprising the system 10 for maneuvering a marine craft 20 as described above.

[0047] The invention thus proposes to provide movable parts of the fenders, in particular on a system of movable curved fenders linked by pivot to a carriage of the Chaminard carriage type. This carriage moves on a ramp slightly inclined relative to the water and the end of which is not submerged.

[0048] The invention makes it possible to launch and recover a marine craft, in particular by protecting its front part, which may include fragile detectors. It allows for support during the transition from the end of the ramp to the water by supporting the body using the lateral horizontal supports, while freeing up the space that the trailing edge of these supports could occupy so as not to lean on it during the entire launching or recovery process.

[0049] It is mainly the extension formed by the fender arm(s) which allows the marine craft to be accommodated deeper in the water. Once contact is established more or less high on this arm, the winch makes it continue its ascent. The marine craft then passes over the main fender body and then comes to block on the vertical part of the main fender body.

[0050] The invention is not limited to the embodiments and variants presented and other embodiments and variants will become clear to those skilled in the art.

[0051] Thus, the carriage 120 is connected to the winch via the cable. This solution is particularly advantageous in the case of an autonomous marine vehicle which locks onto the fenders, either by direct locking onto the fenders or locking before contact with the fenders via a capture station.

[0052] Thus, the hump 1302 is adapted to accommodate a device for attachment to the marine craft 20.

[0053] Thus, the ramp stops abruptly without exceeding the edge 310 of the ship 30 with just a roller or a horizontal defense for the moment when the marine vehicle comes to land.

[0054] Thus, a blocking of the degree of rotation of the arm in the low position is created to constrain it in a preferential position and release it as soon as the carriage is raised.

Claims

Claims

1. System for maneuvering a marine craft (20), said system (10) being intended to be placed at the edge (310) of a ship (30), said system (10) comprising: - a ramp (110) positioned on said ship (30), said ramp (110) having a first end (1101) not immersed in the water; - a winch arranged at a second end of the ramp (110) opposite the first end (1011), said winch being adapted to control the winding and unwinding of a cable, said cable being adapted to move the marine craft; - a carriage (120) adapted to move on the ramp (110) between the first end (1101) and the winch under the effect of a movement of the marine craft; - a defense body (130) connected to the carriage (120) and adapted to rest on the ramp (110), said defense body (130) being able to rotate relative to the carriage (120);- at least one fender arm (140) adapted to rest on a rolling track (150), said fender arm (140) being adapted to extend the fender body (130) in the direction of the water, said fender arm (140) being able to rotate within a limited angular range relative to the fender body (130).;

2. A system for maneuvering a marine craft according to claim 1, wherein the limited angular range is less than or equal to 10°.

3. System for maneuvering a marine craft according to any one of claims 1 to 2, wherein the limited angular range is achieved by: - ​​a pivot connection (1401) between the fender body (130) and the fender arm (140); - a light (1402) in the fender arm (140), said light (1402) being distant from the pivot connection (1401); - a pin (1304) belonging to the fender body (130) and capable of moving in the light (1402).

4. A system for maneuvering a marine craft (20) according to any one of claims 1 to 3, wherein the fender arm (140) is curved.

5. A system for maneuvering a marine craft (20) according to any one of claims 1 to 4, wherein the path of bearing (150) associated with the fender arm (140) comprises a first part (1501) belonging to the ship and a second part (1502) extending the first part (1501) towards the water, said second part (1502) being in continuity with the end of the ramp (110).

6. System for maneuvering a marine craft (20) according to any one of claims 1 to 5, wherein said system comprises two fender arms (140) arranged on either side of the fender body (130).

7. A system for maneuvering a marine craft (20) according to any one of claims 1 to 6, wherein the carriage (120) is a fairlead carriage.

8. Vessel comprising a system for maneuvering a marine craft (20) according to any one of claims 1 to 7.

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