Patent Application
20200062368
The present invention relates to the field of manoeuvring of floating vessels, ships and boat, and in particular to manoeuvring fishing boats, especially trawlers.
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.
Although the boats have increased in size, the principles of manoeuvring the boats are basically the same. An autopilot system has been added, but nevertheless the propulsion is primarily by engine and propeller, and the manoeuvring is primarily done by a rudder.
It is true that some of the trawlers and other type of vessels have been equipped with side propellers and/or azimuth propellers or other means of propulsion, but, it is still the long since developed rudder that prevails.
The rudder is a simple and reliable device for manoeuvring the boat. Today, it is coupled 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.
Deviations from the set heading most often occur due to water currents and influence from wind and waves.
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.
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.
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.
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.
There are many techniques for determining the tension and the length of the warps, and automatic adjustments to achieve optimum fishing. One example is shown in NO 302391, which considers water currents when the correct lengths of the warps are determined.
It is also a 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.
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.
DE1126271 show a system with the possibility of influencing the heading of the vessel by moving the block(s) that carry one or both of the tow lines. However, there is no manoeuvring unit described. This means that the movement of the blocks are likely done manually and to an extent judged by the skipper to be sufficient to alter the course. Such manual movement is very inaccurate, and the skipper will have to move the blocks frequently back and forth to keep the heading right.
Moreover, in DE1126271, changes in tension of the tow lines are 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 adjust the tension when needed.
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.
The solution to this is to use the possibility of shifting the position of the trawl blocks laterally and/or longitudinally, 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 so that the autopilot is given control of the lateral and/or longitudinal position of the trawl blocks and may use this to manoeuvre the boat.
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, including 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 and/or longitudinally of the vessel; the position of the moveable block(s) defining a point of attack for a tension force from the tow line wherein the arrangement further includes 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 and/or longitudinally of the vessel, in order to change the moment of force of the tension force about a rotational centre 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 reduce or increase 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, working in parallel with the movement of blocks to achieve a desired heading and course over ground for the vessel.
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.
In a further embodiment, each tow line in a given situation is kept at equal length or tension 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.
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 reduce or increase tension in this line in order to achieve equal or different tension as might be required.
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 vessel from a block that has been moved, to increase or reduce tension in this line.
In an optional embodiment, the calculation unit also detects an angle of the tow line relative to the longitudinal axis of the vessel. This can be of advantage if the angles vary substantially during the tow. The detection of an angle may be both a horizontal angle and a vertical angle.
In a preferred embodiment, the calculation unit determines a combined transverse and/or longitudinal movement of 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.
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 and/or longitudinally of the vessel; the moveable block defining a point of attack for a tension force from the tow line, wherein the vessel includes a manoeuvring unit, the manoeuvring unit being coupled to receive input from a navigation system, one of these inputs being a desired heading and/or course over ground for the vessel; the manoeuvring unit including a calculation unit, which recalculates a change of heading to a moment of force, which will cause the necessary change of heading and/or course over ground to achieve the desired heading and/or course over ground, that the tension force from the tow line is calculated, that a transverse and/or longitudinal 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 manoeuvring unit is coupled to at least one of the winches to provide for reeling out or in tow line to reduce or increase 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 and/or course over ground for the vessel.
In an optional embodiment, the calculation unit also detects an angle of the tow lines relative to the vessel, preferably both relative to the horizontal and vertical axes.
In an alternative embodiment, when at least one of the blocks is moved longitudinally and/or transversal of the vessel and the vessel turns with respect to the direction of the tow line, a moment of force resulting from a force component transverse of said vessel of said tension force and an arm between the point of attack of the tension force and a rotational centre of the vessel is continuously calculated, said arm being continuously adjusted to achieve a desired moment of force.
The invention will now be described in more detail, referring to the embodiments illustrated in the drawings, in which:
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.
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.
All of the above is common knowledge within the field of trawling, and the details will be well known to the person of skill.
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.
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.
As shown in
This is shown more detailed in
The actuator 21 may be a hydraulic or an electric actuator 12, or any other actuator that is capable of 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.
If the autopilot 12 determines that the course over ground 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′.
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 shift or turn the vessel towards port. The same effect can be achieved by shifting the port trawl block 4 away from the centre line 24.
A shift and/or turn of the vessel 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.
As an alternative, to shifting one or more of the blocks laterally, it is also possible to shift the block or blocks longitudinally with respect to the vessel. An example of this is illustrated in
The trawl wire 7′ will move slightly outward from the initial position 7. As the trawl net is positioned several hundred metres behind the vessel 1, the change in angle of the trawl wire 7, 7′ is neglectable, so the shift of the trawl wire 7, 7′ may be regarded as a parallel shift. Consequently, the slight outward shift of the trawl wire 7, 7′ will also move the resultant force from the trawl wires 6, 7′ slightly to one side, as shown by the double arrow 25, so that the resultant force vector W will move to position of the force vector W′. This will create a moment of force 26 that will move the centre of rotation of the vessel forwards, and possibly also slightly transverse and act to turn the vessel 1. This moment of force 26 is smaller than if the block 5 is shifted laterally the same distance, but the technique of shifting the block 5 longitudinally can be used as a supplement or substitute for moving it laterally.
As seen in
It is also conceivable to combine a lateral and a longitudinal shift of one or more of the blocks.
Although the longitudinal shift of the point of attack 28′ of the resultant force vector has limited effect when the vector is parallel with the centre axis 24, this longitudinal shift of the point of attack will indeed have effect when the vessel 1 starts to turn. This is illustrated in
As seen in
By adjusting the longitudinal position of the block 5, the arm 30 between the centre of rotation and the point of attack can be adjusted to give the momentum of force desired for the turning of the vessel 1. For example, the block can be moved further aft as the transverse force component WT′ increases with a reduced angle between the vessel centre axis and the trawl wires 6, 7 to reduce the arm 30 and thereby keeping the moment of force 26 substantially constant.
The more one of the trawl blocks is shifted laterally and/or longitudinally, 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, or be allowed to swing with the water flow. Hence, the drag created by the rudder will not increase and the fuel consumption can be kept at the same level.
When one or more of the trawl blocks are moved laterally and/or longitudinally, the path of the trawl wire from the stern of the vessel to the winch, will change somewhat. This may result in a longer or shorter path of the wire on board the vessel. The calculation unit may be set up to take this change in path length into account and adjust the length of the wire to compensate for this change in path length.
The preferred embodiment of the invention, as illustrated in the figures, works as follows:
If the required arm 25, 30 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 each shift a respective one of the blocks 4, 5.
When the intended course over ground 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, or for the longitudinal shifting where the arm 30 is close to zero.
Depending on the vessel and the trawl, it may also happen that the vessel instead of turning the bow towards the intended heading, will “crawl” sideways or partly sideways in the intended course over ground, but with the bow pointing in a different direction. This may be perfectly acceptable.
If there is a transverse current or other influence, that tries to push the boat away from the correct course over ground, the autopilot may keep the blocks 4, 5 at a non-equal distance from the centre line 24, or at a different longitudinal position.
It is also an option, according to the invention, to combine the lateral and/or longitudinal shifting of one or both trawl blocks 4, 5 with an angling of the rudder. This is especially convenient, if the change of course over ground 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 course over ground were to be done by the rudder alone.
If the boat has azimuth thrusters, pods or other means of manoeuvring instead of a rudder, these will be positioned to give the least drag in the water.
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, or by different applied forces to the towed equipment. Traditionally, this has been counteracted by aligning the tension (usually represented by the hydraulic pressure) in the winch system, i.e. in practice by giving out or reeling in one of the warps.
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 the desired tension. The autopilot will be coupled to an actuator on the winch to cause reeling in or out of wire.
The resultant force from the trawl should ideally be parallel to the centre line of the boat when the vessel is moving straight ahead. 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.
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 multiple of 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 and/or longitudinally, the point of attack of the drag force from the cable can be shifted laterally and/or longitudinally. 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.
| Number | Date | Country | Kind |
|---|---|---|---|
| 20170593 | Apr 2017 | NO | national |
This application is a continuation of International Application No. PCT/NO2018/050097 filed on Apr. 9, 2018, which claims priority to Norwegian Application No. 20170593, filed on Apr. 7, 2017, the disclosure of each of these applications is expressly incorporated herein by reference in their entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/NO2018/050097 | Apr 2018 | US |
| Child | 16594617 | US |
