ARRANGEMENT FOR MANOEUVRING A BOAT

Abstract

Arrangement and method for manoeuvring a vessel that is towing a load. The vessel has a block at the aft end, over which at least one tow line extends. The block is moveable transverse to the longitudinal axis or longitudinally of the vessel. The position of the moveable block defines a point of attack for a tension force from the tow line. An autopilot is coupled to an actuator moving said block, in order to change the moment of force about a rotation point of the vessel. The autopilot has a calculation unit, which detects the tension force (W1, W2) and calculates the moment of force on the vessel. The autopilot can thus use a change in said moment of force to manoeuvre the vessel.

Claims

1-11. (canceled)

12. An arrangement for manoeuvring a floating vessel with reduced need for or without the need for rudder deflection, the vessel towing a load, such as a trawl, comprising at least two tow lines coupled to a respective winch on board said vessel, and at least two blocks at the aft end of the vessel, over which a respective tow line extends, at least one of the blocks being moveable transverse to the longitudinal axis of the vessel 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 comprises a manoeuvring unit adapted to receive input from a navigation system and 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 (W) about a rotational centre of the vessel, and the manoeuvring unit being 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, the manoeuvring unit being 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 the manoeuvring unit being coupled to a rudder on the vessel, so that the manoeuvring unit, if required, initiates a rudder deflection to achieve a desired course for the vessel.

13. The arrangement according to claim 12, wherein the calculation unit calculates the change in the resulting moment of force from the detected tension force and the movement of the at least one block.

14. The arrangement according to claim 12, wherein each tow line in a given situation are 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.

15. The arrangement according to claim 12, wherein each tow line in a given situation are kept at different lengths or tensions 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.

16. The arrangement according to claim 14, wherein 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.

17. The arrangement according to claim 15, wherein 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.

18. The arrangement according to claim 14, wherein 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.

19. The arrangement according to claim 15, wherein 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.

20. The arrangement according to claim 12, wherein the calculation unit also detects an angle of the tow line relative to the longitudinal axis and/or vertical axis of the vessel.

21. The arrangement according to claim 13, wherein 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.

22. The arrangement according to claim 14, wherein 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.

23. The arrangement according to claim 15, wherein 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.

24. The arrangement according to claim 16, wherein 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.

25. The arrangement according to claim 17, wherein 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.

26. The arrangement according to claim 18, wherein 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.

27. The arrangement according to claim 19, wherein 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.

28. 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 coupled to receive input from a navigation system, one of these inputs being a desired heading for the vessel; the manoeuvring unit comprising a calculation unit, which recalculates a change of heading to a moment of force, which will cause the necessary change of heading to achieve the desired heading, that the tension force from the tow line is calculated, that a transverse 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 linecoupled 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.

29. The method of claim 28, wherein the lengths of each tow line are kept equal when the vessel is heading straight forward, that the manoeuvring unit moves one block, that the vessel starts to turn as a result of the change of moment of force acting on the vessel, that as a result of the change of heading, tow lines that are on the outside of the bend are subject to an increased tension, which in turn results in a skew, which initially counteracts the change of heading of the vessel, and that lines that are at the outside of the bend are reeled out to adjust the skew, or that lines that are on the opposite side of the longitudinal axis of the vessel are reeled in.

30. The method according to claim 28, wherein the calculation unit also detects an angle of the tow line relative to the vessel, preferably both relative to the horizontal and vertical axes.

31. The method according to claim 29, wherein the calculation unit also detects an angle of the tow line relative to the vessel, preferably both relative to the horizontal and vertical axes.

32. Method according to claim 28, wherein 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 (WT) transverse of said vessel of said tension force (W) and an arm between the point of attack of the tension force (W) and a rotational centre of the vessel is continuously calculated, said arm being continuously adjusted to achieve a desired moment of force.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0029] The invention will now be described in more detail, referring to the embodiments illustrated in the drawings, in which:

[0030] FIG. 1 shows a trawler with a trawl seen from above,

[0031] FIG. 2 shows a first embodiment of a trawler seen from aft,

[0032] FIG. 3 shows another embodiment of a trawler seen from aft,

[0033] FIG. 4 shows a detail of FIG. 1, showing the trawler,

[0034] FIG. 5 shows an alternative embodiment for obtaining a change of point of attack of the force from the trawl, and

[0035] FIG. 6 shows the embodiment of FIG. 5 as the vessel is turning.

DETAILED DESCRIPTION OF THE INVENTION

[0036] FIG. 1 shows a trawler 1. The trawler has a pair of trawl winches 2, 3. There are usually further winches, but only two are shown for the purpose of illustrating the present invention.

[0037] 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.

[0038] 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.

[0039] All of the above is common knowledge within the field of trawling, and the details will be well known to the person of skill.

[0040] FIG. 2 shows the trawler 1 from the aft in a first embodiment. The propeller 13 is shown. The rudder has been omitted.

[0041] 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.

[0042] FIG. 3 shows another embodiment where the trawl blocks 4, 5 are arranged at the other ends of davits 16, 17. The davits can be moved between an outer position 16, 17 where the trawl blocks 4, 5 are at their furthest position relative to the centre line 18 of the boat, and an inner position 16, 17, where they are at their closest to the centre line 18. These types of davits are commonly called ice davits, as their purpose is to move the trawl blocks away from ice that travels along the boat sides.

[0043] 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.

[0044] As shown in FIG. 1, the warp tension W1, W2 in the warps have points of attack at the positions of the trawl blocks 4, 5. When the trawl blocks are placed at an equal distance from the centre 18 of the boat, the tension forces W1, W2 are balanced, and the resulting force W pulls approximately straight aftward on the boat. However, if the blocks 4, 5 are set at positions with different distances from the centre 18, as shown in FIG. 4, the resulting force W will have a point of attack shifted laterally with respect to the length of the boat. This resulting force will pull the stern of the boat to one side. The principle of the present invention is to shift one or both of the trawl blocks laterally, and/or longitudinally, so that the resulting force W is also shifted, giving a vector of force laterally, as illustrated by the arrow W in FIG. 4. Then the force W will attack the boat with an arm 25 from the centre line of the boat. The force will then pull the boat towards one side and hence turn the boat.

[0045] This is shown more detailed in FIG. 4, which shows the trawler 1 in FIG. 1. In the wheelhouse 11, the wheel or helm 20 is shown, which is coupled to the autopilot 12. The two trawl winches 2, 3, and the two trawl blocks 4, 5 are also shown. The autopilot 12 is coupled to an actuator 21 that is connected, via a control line 22, to one of the trawl blocks 5. The autopilot 12 may in a similar way also be coupled to an actuator (not shown) that is connected to the other trawl block 4. In the simplest embodiment, it is sufficient that the autopilot is coupled to only one trawl block 5. It is, however, preferable to couple the autopilot 12 to both trawl blocks 4, 5.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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 FIG. 5.

[0051] FIG. 5 shows a block 5 in its initial position where it is at the same distance from the aft end of the vessel 1 as an opposite block 4. The block 5 is then moved a distance forward on the vessel, as illustrated by the arrow 23, to a position 5. This change in position of the block 5 will also shift the point of attack of the trawl wire 7, so that the trawl wire will extend from the vessel 1 as illustrated by the line 7.

[0052] 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.

[0053] As seen in FIG. 5, the point of attack 28 of the vector of the resultant force W will also shift in the longitudinal direction of the vessel to a point 28.

[0054] It is also conceivable to combine a lateral and a longitudinal shift of one or more of the blocks.

[0055] 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 FIG. 6.

[0056] As seen in FIG. 6, the resultant force W can be decomposed into a transverse force component W.sub.T and a longitudinal force component W.sub.L. Both components will tend to turn the vessel about the centre of rotation 29, but the transverse component W.sub.T works on a substantially longer arm 30 than the longitudinal component W.sub.L. The more the vessel turns in relation to the trawl, i.e. the direction of the trawl wires 6, 7, the greater the transverse force component W.sub.T will become and the greater in turn the moment of force acting to turn the vessel will become.

[0057] 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 W.sub.T 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.

[0058] 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.

[0059] 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.

[0060] The preferred embodiment of the invention, as illustrated in the figures, works as follows: [0061] The autopilot that is coupled to the actuator(s) 21 that displaces the trawl blocks 3, 4 also receives the warp tension value. When the autopilot 12 determines that a change in heading is required, either because the boat has drifted away from the intended course over ground or the course over ground is changed by manual or automatic input, the autopilot calculates the moment of force needed to turn the boat to the intended course over ground. It checks the tension in the warps, calculates the resultant force W, and determines the arm 25 or 30 required by the resultant force W to create the required moment of force. If the required arm 25 or 30 can be achieved by shifting only one trawl block 4, 5, the autopilot will then signal the applicable actuator 21 to shift one of the trawl blocks 4, 5 the distance corresponding to the required arm.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.