Patent Application
20240278885
The present invention relates to water rescue. In particular, although not exclusively, the present invention relates to remotely controllable rescue vessels for rescuing persons from water.
Lifeguards typically form the backbone of water rescue efforts in beaches and similar environments. Lifeguards may use a wide range of rescue equipment, from lifebuoys or flotation devices to rescue boats and jet skis, when performing rescues.
A problem with the use of rescue boats and jet skis in rescues is that they take time to deploy, and are expensive, and thus may not be immediately available in an area of need. As such, lifeguards may perform rescues manually and with lesser equipment, which can be dangerous for the lifeguard, and time consuming. This may in turn increase the risk to a swimmer in need of help.
Furthermore, when a person needing rescue is close to rocks, is in fast moving water, or other dangerous environments, rescue may be dangerous even when rescue boats or jet skis are available.
Similar difficulties are faced when a person falls overboard from a ship on open water. Large ships may not be able to stop or turn around to rescue the person without significant delay, and the deployment of rescue craft may also take significant time. As such, lifebuoys are often thrown overboard to assist the person while waiting for rescue. The use of lifebuoys is also, however, problematic, as it is difficult to get the lifebuoy to the person in need.
Certain motorised rescue buoys exist, which may be remotely navigated to a person in need. A problem with such rescue buoys is that they are not particularly powerful, and are thus not suited to rough surf, where water may be moving at several meters per second, and where waves or rough seas may capsize the rescue buoy, or prevent it from reaching the person in need.
As such, there is clearly a need for improved rescue vessels.
It will be clearly understood that, if a prior art publication is referred to herein, this reference does not constitute an admission that the publication forms part of the common general knowledge in the art in Australia or in any other country.
The present invention is directed to remotely controllable rescue vessels, which may at least partially overcome at least one of the abovementioned disadvantages or provide the consumer with a useful or commercial choice.
With the foregoing in view, the present invention in one form, resides broadly in a remotely controllable rescue vessel including:
Advantageously, the use of the rigid lower hull portion enables the vessel to travel rapidly through water and break through surf, while the inflatable upper hull portion provides significant flotation capabilities (e.g. to support the weight of a person in water).
Preferably, the remotely controllable rescue vessel is self-righting in water.
The inflatable upper hull portion may include a tube member extending upwardly and across a width of the hull, to cause the vessel to roll back to an upright position. The inflatable upper hull portion may include a further tube member, to support the tube member. The further tube member may be coupled to the tube member at a right angle.
The inflatable upper hull portion may include a tubular collar extending around at least part of a periphery of the rigid lower hull portion.
The inflatable upper hull portion may be defined by a plurality of interconnected tubular members. The interconnected tubular members may be fluidly connected such that they may be inflated simultaneously.
The vessel may include a carbon dioxide cylinder configured to fill the inflatable upper hull portion.
The vessel may include a propeller, coupled to the motor. The propeller may be centrally located under the rigid lower hull portion.
The vessel may include a shroud, for shrouding the propeller. The shroud may shield persons in the water from impact by the propeller.
The vessel may include a rudder, provided in association with the propeller, for guiding the vessel.
Operation of the motor and the rudder may be remotely controllable.
The rigid lower hull portion may comprise a planing hull. The rigid lower hull portion may comprise a V-shaped or modified V-shaped hull.
Preferably, the motor is battery powered. The battery may be housed in the rigid lower hull portion.
The motor may be submerged in water in use.
The motor may be directly coupled to the propeller.
The lower rigid hull portion may define an enclosed space. The enclosed space may be watertight. The enclosed space may include a removable watertight hatch.
The vessel may include an intake, for receiving water, for cooling components in the enclosed space in use.
The vessel may include attachment members on the inflatable upper hull portion. The attachment members may be configured to releasably receive accessories or attachments of the vessel.
The vessel may be configured to receive signals from a beacon, and navigate autonomously to the beacon according to the beacon signal. The beacon may comprise an AIS beacon. The beacon may form part of a life jacket.
The vessel may include sensors to capture data. The sensor data may be sent remotely.
The vessel may be configured to stream image and/or video data to a remote operator.
The vessel may include sensors configured to capture data to enable autonomous operation or semi-autonomous operation of the vessel.
The vessel may be remotely controller by a remote controller. The remote controller may be wirelessly coupled to the vessel. The remote controller may include a joystick.
Any of the features described herein can be combined in any combination with any one or more of the other features described herein within the scope of the invention.
The reference to any prior art in this specification is not, and should not be taken as an acknowledgement or any form of suggestion that the prior art forms part of the common general knowledge.
Various embodiments of the invention will be described with reference to the following drawings, in which:
Preferred features, embodiments and variations of the invention may be discerned from the following Detailed Description which provides sufficient information for those skilled in the art to perform the invention. The Detailed Description is not to be regarded as limiting the scope of the preceding Summary of the Invention in any way.
The rescue vessel 100 includes a rigid lower hull 105, on which an inflatable tubular upper hull 110 is attached. The rigid lower hull 105 is formed of reinforced fibreglass extending continuously from a bow to a stern of the vessel 100, and is symmetrical about a plane extending along a length of the vessel 100.
The inflatable tubular upper hull 110 is formed of fabric reinforced PVC, and comprises an inflatable gunwale (collar) 110a around an upper edge of the rigid lower hull 105. Furthermore, a lateral tube 110b extends upwardly from the collar 110a at one side of the hull, across the hull, and downwardly where it ultimately joins the collar 110a on the other side of the hull. Finally, a longitudinal tube 110c extends from a central portion of the lateral tube 110b, down to a bow portion of the collar 110a.
Each of the collar 110a, lateral tube 110b and longitudinal tube 110c are fluidly connected, such that they may be inflated simultaneously. As outlined in further detail below, a carbon dioxide (CO2) cylinder is used to inflate the upper hull 110.
Such configuration of the upper hull provides rigidity to the lateral tube 110b, while providing self-righting functionality. In particular, the upper hull 100, and in particular the lateral tube 110b and longitudinal tube 110c, provide sufficient buoyancy to cause the vessel 100 to roll back to an upright position in case the vessel turns over.
Such configuration enables the vessel 100 to be deployed from an aircraft, a bridge, or otherwise from height, without needing to ensure that the vessel 100 lands in the water in a particular orientation.
Furthermore, the use of the inflatable upper hull 110 provides padding should the vessel 100 impact a person.
The vessel 100 is powered by an electric motor 115 coupled to a propeller 120. The propeller 120 is enclosed by a shroud (guard) 125, which enables the vessel 100 to operate around persons in water, without risking injury by contact with the propeller 120.
A rudder 130 is housed in a stern portion of the shroud 125, and is configured to direct water from the propeller 120, to thereby provide manoeuvrability of the vessel 100. Both the rudder 130 and motor 115 are coupled to a motor controller 135, which is housed in the rigid lower hull 105, and is in turn coupled to a battery 140 and a navigation module 145.
The navigation module 145 may be wirelessly coupled a remote controller, to enable remote control of the vessel 100. The remote controller may include one or more joysticks or other user inputs, to enable an operator of the vessel to navigate the vessel 100 in the water. Similarly, the navigation module 145 may provide autonomous and semi-autonomous operation according to one or more parameters.
The motor 115 is provided directly in the shroud 125, and is coupled directly to the propeller 120. As such, in use, water flows past the motor 115, through the shroud 125 and to the propeller 120. This not only is efficient, as it avoids gears and transmissions, but also provides cooling to the motor 115.
The vessel 110 includes a water intake 150, which is configured to take in water for recirculation and cooling of components housed in the lower hull 105. In particular, a cooling pump 155 is coupled to the water intake 150 and is configured to circulate water around the batteries 140 and/or other components of the lower hull 105 for cooling.
The lower hull 105 includes a top portion 105a, comprising one or more water tight hatches 105b. The hatches 105b are removed for clarity, but provide access to an otherwise sealed lower hull 105. This functions both to keep electronics and components of the vessel 100 dry, but also to provide additional buoyancy, as it prevents water from entering the lower hull 105.
Finally, the lower hull 105 includes CO2 cylinder 160, fluidly coupled to the upper hull 110, to enable the upper hull 110 to be inflated therefrom. The CO2 cylinder 160 enables rapid inflation without the use of external pumps or the like.
The upper hull 110 includes a plurality of attachment members 165 attached thereto, to enable attachment of accessories and equipment, such as cameras, lights, antennae, sensors or other equipment. The accessories and equipment may be coupled to the navigation module 145, to provide input thereto, and/or to enable signals from the equipment to be forwarded externally, e.g. to a remote operator.
As the vessel 100 is self-righting, the accessories and equipment attached to an upper side of the upper hull 110 will remain above water and in a predictable (upright) orientation, which simplifies use of data therefrom.
As outlined above, the vessel 100 may be controlled by an operator with a remote control to navigate to a person in need. The person may then hold onto the vessel 100, or a floating board towed by or attached to the vessel 100, and be towed to safety.
The water rescue system 100 includes the vessel 100, which is operable by an operator 505 using a remote controller 510. The vessel 100 may be transported to a desired location in deflated form, and inflated by activating the CO2 cylinder thereof.
Once inflated, the vessel 100 may be thrown or lowered into the water, where it may be navigated to a person 515 in need using the remote controller 510. The person 515 may then hold on to the vessel 100 and be towed back to safety.
The system 100 may be deployed by lifeguards at beaches, on ships to be used in case of man overboard, for water rescue, particularly where it is dangerous for manned vessels (e.g. near rocks or swift water rescue), or any other situation.
While not illustrated, the vessel 100 may tow a rescue board to the person 515, and tow the person back while they are holding on to the rescue board. Similarly, the vessel 100 may tow a rope to the person, or across a waterway, which is particularly useful in swift water rescue where anchor points may be required across a waterway.
In some embodiments, the vessel 100 may be configurable to autonomously or semi-autonomously navigate towards an emergency beacon or other signal. Such configuration is particularly useful in man overboard situations where beacons are integrated into life-jackets or otherwise worn by the person.
The water rescue system 100 includes the vessel 100, which is deployed from a main vessel 605 in a man overboard situation (i.e. when a person 610 falls into the water).
The vessel 100 may be transported to a desired position on the main vessel 605 in deflated form, inflated by activating the CO2 cylinder thereof, and be thrown or lowered into the water.
The person 610 is wearing a life jacket 610a (or survival suit or other item) which includes a rescue beacon, which is activated upon entry into the water, preferably automatically.
The vessel 100 autonomously navigates to the person 610 using the signal from the rescue beacon. The person 610 may then hold on to the vessel 100 and be towed back to the main vessel 605, or use the vessel as support while awaiting further rescue.
The beacon may comprise an Automatic Identification System (AIS) beacon, from which Global Positioning System (GPS) coordinates are broadcast. In such case, the vessel 100 may be configured to receive the signal, and autonomously navigate to that location. Such configuration may include comparing coordinates of the vessel 100 to coordinates of the person 610, and generate a navigation plan based upon a difference between the coordinates.
This process may be repeatedly updated, as persons may drift in water, or otherwise change position.
The skilled addressee will readily appreciate, however, that any suitable signal may be used, including a digital selective calling (DSC) signal, where automatically formatted distress alerts are broadcast on very high frequency (VHF) radio.
Similarly, the vessel 100 may be configured to operate in an automated or semi-automated manner in a more general manner. In such case, sensors, such as cameras, radar, location sensors, thermal imaging, or the like, may be used to navigate and perform functions, such as searching for missing persons. The vessel 100 may also include lights, to assist in the searching.
In some embodiments, the vessel 100 includes local controllers, enabling the person 515 to manually operate the vessel 100. The controllers may include a throttle and a steering mechanism.
Furthermore, the vessel 100 may carry a payload, such as tools or medical supplies, to a person prior to rescue. In such case, the payload may be attached to the vessel 100.
In some embodiments, the vessel 100 may operate in an automated or semi-automated manner. In such case, sensors, such as cameras, radar, location sensors, thermal imaging, or the like, may be used to navigate and perform functions, such as searching for missing persons. The vessel 100 may also include lights, to assist in the searching.
The vessel 100 may stream image data to a remote operator when conducting the search, to enable the remote operator to take over control if the vessel in case a person is found.
While described as being made of fibreglass and PVC, the skilled addressee will readily appreciate that the vessel 100 may be made of any suitable material. As an illustrative example, the hull may be formed of aluminium or carbon fibre.
Advantageously, the systems and methods described above provide a vessel that is able to travel rapidly through water and break through surf, while having significant flotation capabilities (e.g. to support the weight of a person in water).
The use of a relatively large shrouded propeller 120 centrally located under the vessel 100 enables a powerful propulsion mechanism to be provided, in contrast with multiple small propellers, without risking injury to persons in the water. The shroud 125 also prevents the propeller 120 from catching on or being damaged by rocks, mud or sand.
Furthermore, the use of a propeller 120 which is directly driven by an electric motor 115 directly in front thereof also provides efficient use of battery resources.
The self-righting nature of the vessel 100, enables the vessel to be used in heavy surf or rough weather, but also enables the vessel to be thrown or dropped into the water, e.g. from an aircraft.
In the present specification and claims (if any), the word ‘comprising’ and its derivatives including ‘comprises’ and ‘comprise’ include each of the stated integers but does not exclude the inclusion of one or more further integers.
Reference throughout this specification to ‘one embodiment’ or ‘an embodiment’ means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearance of the phrases ‘in one embodiment’ or ‘in an embodiment’ in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more combinations.
In compliance with the statute, the invention has been described in language more or less specific to structural or methodical features. It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims (if any) appropriately interpreted by those skilled in the art.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2021901711 | Jun 2021 | AU | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/AU2022/050565 | 6/8/2022 | WO |
