CN104203739A - Boat - Google Patents

Abstract

A vessel comprising a plurality of hulls, a propulsion system including propulsion apparatus at each end region of the plurality of hulls, and a control system connected to the propulsion system to control operation of the propulsion apparatus to position the hulls, wherein the propulsion apparatus is angled relative to a longitudinal vertical plane of the respective hull. Such hulls may perform the function of installing underground assets such as tidal turbines, wave energy equipment, laid cables, etc., or may be used to facilitate the installation of infrastructure and to perform the function of inspecting underwater areas.

Description

Boat

The present invention relates to specialized vessels used in high current environments to perform installation functions of underwater assets such as tidal turbines, wave energy equipment, laid cables, etc., or may be used to facilitate the installation of infrastructure and to perform inspections of underwater areas Function.

There are many requirements when installing assets such as tidal turbines, infrastructure, cables, etc. in locations with strong currents. For example, tidal power is a reliable source of energy in certain regions of the earth. Currently, the main obstacle to the development of industries using that energy source is the extremely high installation cost. Such installations are very costly as the industry has grown while lacking suitable ships/boats dedicated to specific environments. Current practice is to use vessels suitable for use in the oil and gas industry. However, these vessels are not yet suitable for operation in the rapids of a tidal environment, so they are not yet suitable for tidal equipment installation (including associated equipment support connections), maintenance and decommissioning. Furthermore, the daily charter rates for these boats are very high and variable. Order-of-magnitude fluctuations in seasonal prices are common.

The offshore wind and wave energy industries face similar issues to a certain extent due to the choice of locations with many energies (be it currents, waves or wind) and both need to be able to precisely measure energy in very unstable and dynamic environments. An installation vessel that maintains a berth (position). Swells can occur in the current where currents change speed and/or direction rapidly and need to cope with gusty winds and/or complex wave weather. Existing offshore construction vessels have limited ability to work in certain wind and current conditions, mainly in the transverse direction of the vessel, ie the sides of the vessel. Such water and/or wind waves can cause the vessel to lose its anchorage without warning and have to be taken out of operation, and can also cause serious damage to equipment and even life-threatening.

To date, existing offshore construction vessels (currently used for installation and maintenance of renewable energy systems) have not been able to reliably position themselves in extreme wind and current environments.

Minehunting is the process of locating mines without detonating them. Once located, mines can be defuzed, repaired, or destroyed in a controlled explosion, so the use of sonar equipment is a fundamental technique applied in minehunting. Common minehunting sonar involves the use of a single high definition, short range hull mounted sonar to observe an object from different azimuths in order to classify the object. So far, the Navy has used the technology on monohull ships, where it is akin to "single-eye vision" to identify and classify objects as mines, relative to which the ship must move.

3D sonar imagery techniques typically involve the use of side scan sonar (SSS), which involves movement of the sonar device over an object and taking a series of "snapshots" that are then combined in the direction of movement to form a Image of the seafloor within the sonar beam (width of coverage). Passing over the top of an undersea mine is dangerous only because the triggering of one or more of the mine's built-in sensors risks detonating the mine.

The same limitation applies to more complex synthetic aperture sonar (SAS), which combines many acoustic pings to form images with higher resolution than conventional sonar. The principle of SAS is to move a sonar device along an orbit and "illuminate" the same spot on the seabed with several effective sound pulses. By coherently post-processing the sonar data for all sound pulses, images with improved along-path resolution can be generated.

Naval organizations, especially military navies, are increasingly constrained financially, and the availability of relatively low-priced, high-capacity ships would be advantageous.

In the rapid currents of rivers and high-speed tidal currents, maintaining a stop in a fixed position above a subsea asset can only be performed by a very small number of relatively large, powerful and expensive vessels. These ships are still only able to operate on fleeting opportunities, and these ships have limited capabilities due to their relatively high wet surface (ie, the surface of the ship's hull that comes into contact with water under certain conditions). The large size and resulting high inertia of these vessels also prevents them from having a high level of maneuverability and quick reaction to positioning needs. In addition, conventional boats require moorings to stay in place. Due to the size of the vessel, these moorings are complex and relatively costly to install. When such a mooring is towed, it poses a hazard to other subsea equipment (cables, equipment, etc.), and if such a mooring breaks, they are left in a potentially dangerous condition.

The key issue is that conventional ships are optimized for sailing in one direction (heading) while having to maintain a position over subsea objects for a long time, even if the tide changes direction. Because these boats are not optimized to work in these types of environments, they generally need to reposition themselves by turning 180 degrees to keep pointing towards the tide. This repositioning needs to be done in still water so that the boat can stay in place. However, this repositioning time is also working time for performing necessary subsea operations, such as using a remotely controlled underwater vehicle, so this maneuver would significantly reduce the already limited time available to perform such tasks.

According to one aspect of the present invention, a ship is provided, the ship includes a plurality of hulls, a propulsion system and a control system, the propulsion system includes propulsion equipment located at each end region of the plurality of hulls, the control system is connected to to the propulsion system to control the operation of the propulsion devices to position the hulls, wherein the propulsion devices are angled relative to the longitudinal vertical plane of each hull.

According to a second aspect of the present invention there is provided a method comprising securing a boat having a plurality of hulls in position, and operating a propulsion system of the boat with a control system such that the hulls remain substantially in position.

According to these aspects, there may also be provided a vessel which substantially maintains its position relative to a fixed point on the seabed or on an offshore structure, such as an offshore oil and gas, tidal energy installation, or wind energy formation.

The boat is particularly usable in areas of rapid flow including tidal currents, sea currents and rivers without regard to changes in current velocity, wave direction, or wind direction.

Advantageously, such a ship has two hulls and a propulsion system comprising 4 propulsion devices located in the two end regions of each hull. The propulsion device is preferably capable of vector-thrusting the ship, ie the direction in which the ship can steer thrust from its propulsion device in order to control the attitude of the ship.

The propulsion equipment is advantageously located in the corner area of the ship as a whole and can provide thrust in any direction. Such a device could be, for example, a longitudinal axis Voith-Schneider thruster (aka cycloidal planetary drive), but it could be any propulsion device capable of vectoring thrust that could be used (e.g. vectoring propellers, water jets or azimuth thrusters). In this way, the propulsion thrust can be mainly provided by two upstream propulsion devices or thrusters ("pulling" the boat) so that the boat can weathervane into the current naturally; this is equivalent to a road vehicle front wheel drive. The boat is able to stay in position without constant changes in thrust and running of the rudder as is the case with conventional boats which are propelled ("push") by a propulsion unit mounted at the stern and which have to be driven by using the rudder and the rudder. Bow thrusters for constant top-tide sailing. Using another road car analogy, this setup of the boat of the invention results in less steering (steady in the direction of the water flow) rather than oversteer like a conventional boat, ie continuous corrections to prevent loss of directional stability .

Furthermore, it is preferable to provide skegs or rudders respectively on each hull, and the provided skegs or rudders are telescopic so that under given operating conditions they are deployed at the "stern" and at the "bow". " is promoted. In an aquatic environment, this stern stock or rudder can provide greater stability than relying solely on propulsion equipment.

According to a third aspect of the present invention there is provided a ship comprising a plurality of mutually substantially parallel hulls arranged so that each hull is symmetrical about a substantially vertical plane transverse to the longitudinal axis of each hull.

According to this aspect, it is possible to provide a vessel capable of operating in turning tide conditions.

The boat is preferably a catamaran of the catamaran type, the hulls being symmetrical fore and aft about a substantially vertical central transverse plane passing through the hulls, the bow and stern being substantially identical in shape.

This fore-and-aft symmetry enables the boat to operate in changing tides without the need to reposition the boat, and also allows for equal movement front and rear of the boat. This symmetry enables safe, economical operation over a wide range of conditions.

The catamaran shape of the boat enables relatively large deck spaces to be straddled over multiple hulls. Preferably, a centrally located "moon pool" is included between the two hulls to facilitate underwater operations such as lifting or lowering from a substantially centrally stable position.

Advantageously, a dynamic positioning (DP) control system is provided by a computer control system which automatically maintains the position and heading of the vessel through the use of propulsion equipment. Sensors such as position reference sensors, wind direction sensors, and motion sensors, as well as gyroscopic compasses, provide information to the computer about the position of the ship and the magnitude and direction of the environmental forces affecting that position. The DP system can also operate during propulsion redundancy (ie failure of one of the propulsion devices), so that failure of this one propulsion device does not result in a change of position.

The hull preferably has an elliptical geometry suitable for reducing drag over a range of heading angles as opposed to conventional boats, which are generally only suitable for reducing drag in the forward direction.

According to a fourth aspect of the present invention, a ship is provided, including a plurality of hulls, a propulsion system, a control system, and an inspection device, the propulsion system includes propulsion equipment located at each end region of the plurality of hulls, the A control system is connected to the propulsion system to control the operation of the propulsion equipment to position the hull, the inspection device is mounted on at least two of the plurality of hulls to inspect area.

According to a fifth aspect of the present invention there is provided a method comprising securing a ship having a plurality of hulls in position, operating said ship's propulsion system with a control system so that the hulls remain substantially in position, and inspecting Leave the area where the ship extends outwards.

According to these aspects, it is possible to provide a boat that can inspect an underwater area to find an object without having to pass over it.

Each inspection device comprises a transmitting device for emitting the inspection medium and a receiving device arranged for receiving any inspection medium reflected from objects in the area under inspection. A data processing device is connected to the inspection device for generating first and second inspection data sets, one inspection data set for each inspection device.

The inspection device installed in the forward region or bow region of at least two hulls is preferably a forward-looking sonar device, and preferably a high-definition forward-looking sonar device. Therefore, it is equivalent to providing "stereoscopic" vision for data processing equipment.

Furthermore, said hull is preferably made of lightweight material such as aluminum and/or composites (not limited to lass/fiber reinforced plastic (G/FRP (Fiber Reinforced Plastic) or similar)). The boat is preferably a catamaran with two hulls, each hull being symmetrical fore and aft about a substantially vertical central transverse plane passing through each hull, the bow and stern being substantially identical in shape.

The boat is particularly useful in aquatic minefields where there is rapid flow, including tidal currents, currents and rivers, where changes in velocity, wave direction or wind direction need not be considered when operating the boat.

For clarity and complete disclosure of the present invention, reference will be made to the following drawings by way of example, in which:

Figure 1 schematically shows a plan layout view of a ship comprising two symmetrical hulls equipped with propulsion equipment at each end region;

Figure 2 is similar to Figure 1, but shows how the boat is "pulled" in the direction of the current;

Figure 3 is similar to Figure 2, but shows how the operation of the propulsion equipment can be changed when the water flow is reversed;

Figure 4 shows how side disturbances from wind or currents can be dealt with;

Figure 5a shows a side view of a ship with a hull of uniform cross-sectional area;

Figure 5b shows an end view of the boat shown in Figure 5a;

Figure 6a shows a side view of an alternative embodiment of a boat with a hull of uniform cross-sectional area;

Figure 6b shows an end view of the boat shown in Figure 6a;

Figures 7a-d are schematic illustrations of another embodiment of a boat;

Figures 8a-d show, respectively, a perspective view, a side view, an end view and a plan view of the hull form of the ship shown in Figures 7a-d;

Figure 9 is a schematic diagram similar to Figures 1-4 but showing how propulsion equipment may be used to rotate the boat and work against the obstruction of side currents, wind or waves, and

Figure 10 shows a schematic bottom perspective view of a ship comprising two symmetrical hulls with bow-mounted sonar equipment;

Fig. 11 is a top perspective schematic view of inspecting a certain area in front of the ship from above the ship shown in Fig. 10 .

Referring to Figures 1-4, the ship 2 comprises two hulls 4 arranged substantially parallel to each other, and propulsion devices 6 located in respective pairs of end regions of each hull 4, so that each corner region of the ship 2 has a propulsion device 6. Specifically referring to FIG. 2 , the arrow 8 represents the direction of water flow, and the arrow 10 represents the direction of thrust provided by a pair of upstream propulsion devices 6 , which is substantially parallel to the direction of water flow. Therefore, the resistance of the hull 4 will make it run in the same direction as the water flow, and maintain a stable orientation relative to the underwater object area 12 in the water flow.

As shown in Figure 3, in conditions similar to rough tides, when the current 8a is reversed, the operation 10a of the propulsion device 6 can be changed to the operation of the opposite pair of propulsion devices without the need to reposition or reorient the ship , so that it maintains a stable stop relative to zone 12. Figure 4 shows how the lateral thrust caused by factors such as wind or tides can be dealt with by arranging the propulsion devices 6 to generate lateral thrust with all 4 propulsion devices or only with the propulsion devices located on the windward or leeward side of the ship 2. interfere with L.

The propulsion devices 6 on the individual hulls 4 are arranged such that they are mounted substantially vertically in a cross-section through the ship 2 . However, if a longitudinal section of each hull 4 is taken, the propulsion means 6 at each end of the hull 4 are angled relative to the vertical (as can be seen in Figure 7b). This arrangement of propulsion devices 6 can achieve relatively good propulsion effects in extreme wind and current environments (such as rapid tidal currents). As water flows around the hulls 4, the propulsion device 6 needs to be substantially perpendicular to this flow to operate effectively, and since the shape of each hull 4 alters the water flow, the propulsion device 6 needs to be offset at an angle in the longitudinal direction so that Obtain the most efficient substantially vertical inflow velocity.

Referring to Figures 5a and 5b, the ship 2 has hulls 4 of substantially constant cross-sectional area (in order to keep costs relatively low), at which cross-section propulsion equipment 6 is deployed in the central vertical plane of each hull 4, in front of and behind each hull 4 (The upstream propulsion equipment is shown in a retractable state contained within the space of the hull 4). A stern stock or rudder 14 may also be provided, and also in the vertical plane of the stern of each hull 4, and these stern stocks or rudders 14 are telescopic and only lowered when required and deployed (downstream sternstock/rudder shown retracted above water surface WL). The propulsion devices shown in Figures 5a and 5b are preferably of the pendulum planetary drive, Voith-Schneider drive system, propeller type, but they could equally well use thrust vectoring azimuth propulsion devices or water jets.

In normal operation, the upstream propulsion equipment 6 would be lowered and activated to pull the boat 2 against the current and the downstream or stern stock/rudder 14 would be lowered to help maintain directional stability.

The arrangement of the propulsion equipment 6 means that the ship 2 maintains position and direction stability in various flow directions and speeds by utilizing the thrust generated by the upstream propulsion equipment 6, so that the rest of the ship passively "goes with the wind" and moves with the wind. Balanced and stable in the same direction as the water flow (in-line).

The geometry of the hull 4 is optimized to contain propulsion devices capable of generating substantially equal drag in both directions fore and aft of the ship 2 . Each hull 4, at least the submerged hull portion, is symmetrical about a single central substantially vertical plane at the midship, wherein each hull 4 is symmetrical fore and aft about the midship. This symmetry enables vessel 2 to stay in position when the tide turns and flows from the opposite direction. Therefore, the hull 2 itself does not need to be rotated to face the current, thereby maximizing the operable time. This also ensures that the DP system can be more easily optimized so that the boat has the same characteristics in both directions of flow.

The stern stock or rudder 14 can also be deployed fore and aft of the centerline of the boat 2 as shown in Figures 6a and 6b. In these cases, in normal operation, the stern stock or rudder 14 located at the downstream or aft end of the boat 2 will be deployed into the water, while the stern stock or rudder 14 located upstream or at the bow end will be raised.

The sternstock/rudder 14 provides a passive or active keel area to increase directional stability and help the boat 2 steer the direction of the flow with the wind. In short, the sternstock/rudder14 is required to provide the following functions:

· Directional stability when running or stopping in fast tidal currents. This reduces the need to use the DP system to maintain heading.

• Provides steering on fairway.

Substantially horizontal sloping foils or hydrofoils (not shown) may optionally be deployed fore and aft of each hull 4, between the hulls, or outboard of the hulls (or both inside and outside of the hulls) to create Substantially upward thrust or downward thrust, so that the hull 4 assists the hull in asymmetrical loads (e.g. when a cable When laying) keep it level. In some cases, with the use of suitable sensors and software, such foils or foils can also be dynamically positionable in pitch, thereby acting as stabilizers, reducing heave-causing hull motions in both pitch and roll directions.

The hull 4 can also be geometrically optimized in the transverse direction to reduce side drag (ie from port to starboard), enabling easy maneuvering of the boat 2 . Even in still water, when the current changes direction, the current may try to push the boat 2 sideways. Vessel 2 with an optimized hull geometry can remain parked above underwater assets.

This exclusive hull shape has the following beneficial properties:

·Optimized symmetrical elliptical hull 4 with low resistance in both forward and reverse directions.

• The elliptical hull 4 also provides improved wave riding performance in higher sea conditions.

A high freeboard, ie the distance from the waterline to the plane of the upper deck 16, enables a low drag hull with high lift performance.

• The high freeboard keeps the working deck 16 dry in higher sea conditions enabling improved operating windows.

• No bilge keel is required when using an elliptical hull form in a catamaran layout, which is usually required on a monohull.

• Provide space at each end position of the hull 4 so that the propulsion equipment 6 can be protected from landing in shallow water or when the ship 2 needs to be placed on the sea bottom at low tide.

The DP control system enables the vessel 2 to maintain position in aggressive and difficult sea conditions such as rough tides and/or when the vessel is moving at high speeds such as when laying submarine cables. This also enables the ship 2 to maneuver in any direction and maintain its course/bearing. Optimizing the hull 4 not only reduces resistance when in-line with the water flow (as in a normal ship), but also reduces resistance when the water flow is inclined at a certain angle relative to the longitudinal hull axis. Since the DP system is able to search for the best bearing to minimize drag, the combination of directional thrust in the corner areas of ship 2 and an optimized ship shape results in an extremely capable and fundamentally Said valid boat. This ensures that the ship 2 is particularly fuel-efficient.

The propulsion equipment is under the direct control of the DP software. This software is used to coordinate the thrust to maintain the position of the ship 2 and its bearing at the target position, thereby maximizing efficiency. Therefore, the DP system must be specifically adjusted according to the hull configuration and propulsion equipment.

Figures 6a and 6b also show the possibility of externally mounting the propulsion equipment of the hull 4 instead of using the telescopic propulsion equipment 6 shown in Figures 5a and 5b. These externally mounted propulsion devices 6 are raised, for example by pivoting or swiveling about a pivot 18 . The propulsion device 6 can also be mounted on the outside of the hull 4 so that it can be simply lifted from an extension of the deck 16 . If the propulsion device 6 is mounted as shown in Figures 6a and 6b, a plate (not shown) may be provided directly above the propulsion device to prevent air from being sucked into the propulsion device and thereby reduce the efficiency of the propulsion device.

Figures 7a-d show the boat 2 and how the hull 4 is arranged to support the boat with a moonpool 20 (ie, an opening in the deck 16 for accessing the surface of the water), a bridge 22 and possibly a pair of gables. The deck 16 of a lifting device 24 in the form of 26 from which hoisting pulleys can be suspended allows lifting over the end of the ship 2 or through the moon pool 20 . The purpose of using multiple hulls 4 for the vessel 2 is to provide maximum deck space.

Figures 8a-d more clearly show a symmetrical elliptical hull shape which minimizes drag, and a substantially vertical transverse plane 32 at the midship position of each hull 4 which is symmetrical fore and aft (shown in Figure 8d). It can be seen that the central portion 28 of the underside of the hull 4 enters the water deeper than the ends, thereby facilitating the use of the non-telescopic propulsion device 6 in submersible operations.

The catamaran has a relatively low draft, and combined with the elliptical geometry of the hull 4, the vessel 2 can provide a wave-resistant draft.

Figure 9 shows how the propulsion device 6 can be used to turn the boat 2 and how it works in unfavorable conditions of side currents, wind or waves L. In some respects, the boat 2 can be maneuvered like a tracked vehicle on land, which can be instantly started by moving the tracks in the opposite direction. By operating the upstream propulsion device 6 in the same direction as the general direction of water flow, and operating the downstream propulsion device 6 in a direction substantially Control) to operate, the ship 2 can maintain its position above the target area 12 of the underwater assets, and orient to the direction L (shown by the dotted line hull 4 in the figure).

Vessel 2 is extremely manoeuvrable and capable of stable positioning in strong currents and other disruptive sea conditions without the need for expensive/risky mooring equipment.

Since vessel 2 is adapted to operate in a bi-directional flow zone, while it is symmetrical in direction of travel and behaves similarly when moving forward or reverse, vessel 2 does not require reorientation, thereby maximizing the effective time for performing operations under the sea change.

With regard to tidal energy related installations in particular, Vessel 2 provides a means of significantly reducing the costs and risks associated with installation, which is currently a major hurdle to overcome in order to boost the industry. Ship 2 will provide technical means (at an acceptable cost) to complete construction and possible maintenance tasks throughout the project life cycle.

Vessel 2 may also provide a safe and reliable means to accomplish tasks such as (but not limited to): site survey, foundation installation, subsea drilling support, cable installation, cable repair, cable protection, turbine installation/removal, site outage and water Under sub-station maintenance.

Referring to Figures 10 and 11, the boat 2 comprises two hulls 4 arranged substantially parallel to each other in the form of a catamaran, in a similar manner to the boats described above. Likewise, propulsion devices (not shown in FIGS. 10 and 11 ) are preferably located at respective opposite end regions of each hull 4 , so that there is one propulsion device for each corner region of the ship 2 . In operation, the propulsion equipment is arranged to maintain a stable orientation of the vessel 2 in the current relative to a submerged object, such as a mine 34 (shown in FIG. 11 ).

Retractable sternstocks or rudders (described above) may also be provided fore and aft of each hull 4, which can be lowered and deployed as required.

As mentioned earlier, the layout of the propulsion equipment means that the vessel 2 is able to maintain a stable position and orientation in various flow directions and speeds, thereby aligning with the flow in a balanced and stable manner. This layout is advantageous when hunting mines because the location of the mines can be precisely mapped on the map.

As previously mentioned, the hull 4 may be made of a relatively lightweight material such as aluminum and/or G/FRP. If G/FRP is used, the resulting structure has strong tension and is essentially corrosion-free. A boat made of aluminum will be lighter and stronger than a boat built with G/FRP2. Nautical grade aluminum has high impact resistance allowing the boat 2 to withstand a collision that would severely damage the G/FRP hull, so nautical grade aluminum is more preferred for minehunting boats. Marine grade aluminum also has excellent corrosion resistance, and in most cases aluminum boats will last up to 50 years in the harsh saltwater environment. Also, aluminum is by far the lowest maintenance cost material that can be used in boat building.

In addition, substantially horizontal tiltable foils or hydrofoils (not shown) may optionally be deployed forward and aft of each hull 4, may be deployed between the hulls, and may also be deployed on the outside of the hulls (or both inside and outside the hulls) , thereby generating a substantially upward thrust or a downward thrust, so that the hull 4 remains horizontal when subjected to vertical loads, or can help the hull remain horizontal under asymmetric loads during transportation. Furthermore, in some cases, with the use of suitable sensors and software, such foils or foils can be dynamically positionable in pitch, thereby acting as stabilizers, reducing pitch and roll Hull motion caused by waves.

The DP control system enables the vessel 2 to maintain position in violent and difficult sea conditions such as rough tides, and/or while moving at high speeds.

The inspection device 36 is located at the underside of one of the end parts 30, i.e. the bow end part 30, and it comprises a transmitter device and a receiver device, the transmitter device is used to emit the inspection medium in the inspection area, and the receiver device is arranged to receive any The emitted inspection medium is reflected back by objects in the inspected area. It is well known that in an aquatic environment, the sonar equipment has a negative effect on the underwater environment when using a transmitting device to transmit acoustic energy and a receiving device to receive any emitted acoustic energy that is reflected back to the sonar device from objects in the area under inspection. It is reliable for inspection. In minehunting, the advantage of having such a sonar is that it does not have to pass over an explosive mine before it can be located, as is the case with current SSS and SAS minehunters. Each inspection device 36 is adapted to emit acoustic energy in a direction projected outwardly away from the ship, and preferably forward and aft relative to the direction of travel of the ship 2 (ie forward looking sonar device) into the water. In this way, the inspection areas or fields of view of the individual sonar devices overlap with respect to each sonar structure 12 . Each sonar structure 36 is connected to a data processing device for generating first and second inspection data of the inspection area, respectively. Thus, the data processing apparatus may generate substantially identical images of the examination region for each sonar device 36 . The two images of the sonar devices located at different points in space may then be electronically combined stereoscopically by said data processing device with suitable software or another data processing device with suitable software, thereby generating the image obtained by the two A three-dimensional image of the inspection area covered by the sonar device 36 . Preferably, the sonar device is capable of generating high definition images. Any object 34 such as an explosive mine can be found without the ship 2 having to pass over the object. Thus, when the inspection data is connected to the DP system, the position of the mine 34 can be recorded with great accuracy.

Referring to FIG. 11 , when inspecting the area in front of the ship 2 (shown by arrow 38 ), the sonar device 36 can observe an underwater mine 34 equipped with a series of sensors, one or more of which can be placed on the ship 2 When passing above the mine 34, the mine 34 is triggered to explode. Therefore, the maneuverability of ship 2 height can make mine 34 avoid explosion very easily.

The ship 2 may be equipped with a mine clearing device to clear mines in the mine inspection area, or may transmit mine location data to another ship dedicated to mine clearing.

In terms of safety, considering that the ship passes above the mine 34, degaussing coils are installed on the hull 4 to weaken or eliminate unnecessary magnetic fields generated by the ship 2 that can trigger the magnetic sensors in some mines. For further safety, the propulsion equipment used is very quiet compared to other propulsion systems, in order not to trigger sensors in the mine, which triggers an explosion by detecting a certain threshold level of noise or the specific noise of the ship.

The vessel 2 can also be used for mapping and surveying the seafloor surface, especially in marine environments such as coral reefs, since the propulsion system can make it unnecessary to put an anchor into an area that may or may not be legally protected. Ecologically vulnerable areas protected by law.

Moreover, the ship 2 also plays an active role in the submarine rescue. For example, a rescue vehicle can be used later when the submarine fails and the submariner's crew does not require emergency evacuation via the subsea escape immersion equipment suit. A rescue vehicle is preferred because it allows the submariner to survive substantially uninjured by exposing the submariner to deep sea without a great deal of stress and avoiding exposure to cold water. Vessel 2 was able to reliably locate the disabled submarine using inspection devices equipped with forward-looking sonar, and to initiate rescue operations while using the propulsion system to remain stationary on the water. In addition, other forms of salvage work at sea can also be implemented or assisted by the ship 2 .

Claims (33)

1. a ship, comprise multiple hulls, propulsion system and control system, described propulsion system comprises the propulsion equipment that is positioned at the each end regions of described multiple hulls, described control system is connected to described propulsion system to control the operation of described propulsion equipment, thereby locate described hull, the longitudinal vertical plane of relative each hull of wherein said propulsion equipment is angled.

2. ship as claimed in claim 1, the quantity of wherein said multiple hulls is two.

3. ship as claimed in claim 1 or 2, wherein said propulsion system comprises four propulsion equipments that are positioned at region, each hull both ends.

4. the ship as described in one of aforementioned claim, wherein said propulsion equipment is positioned at the folding corner region of making as a whole described ship.

5. the ship as described in one of aforementioned claim, and comprise the stern holder and/or the rudder for ship that are arranged on each hull.

6. ship as claimed in claim 5, wherein said stern holder and/or rudder for ship are telescopic.

7. the ship as described in one of aforementioned claim, wherein said control system adopts computer control system, and this computer control system is by being used described propulsion equipment automatically to keep position and the course of described ship.

8. ship as claimed in claim 7, wherein position reference sensor, wind transducer and motion sensor and gyrocompass provide with the position of described ship and affect the relevant information of the size and Orientation of environmental forces of this position to computing machine.

9. the ship as described in one of aforementioned claim, also comprises the moon pool through the deck construction being supported by described multiple hulls.

10. the ship as described in one of aforementioned claim, and comprise inclination thin slice or the hydrofoil of basic horizontal, this inclination thin slice or hydrofoil launch before and after on each hull.

11. ships as claimed in claim 10, wherein said hydrofoil is between described hull.

12. ships as described in claim 10 or 11, wherein said hydrofoil is positioned at the outside of described hull.

13. ships as described in one of aforementioned claim, it is arranged as and makes the substantially vertical face symmetry of each hull about the each hull longitudinal axis of crosscut.

14. ships as described in one of aforementioned claim, also comprise the testing fixture being installed at least two of described multiple hulls, leave the outward extending region of described ship to check.

15. 1 kinds of methods, comprise and will have the ship fixed position of multiple hulls, and utilize control system to operate the propulsion system of described ship, so that described hull remains on this position substantially.

16. methods as claimed in claim 15, wherein said control system is computer control system, this computer control system is by being used the propulsion equipment of described propulsion system automatically to keep position and the course of described ship.

17. methods as claimed in claim 16, wherein position reference sensor, wind transducer and motion sensor offer computing machine together with gyrocompass by the position about described ship and the information that affects the size and Orientation of the environmental forces of this position.

18. methods as described in one of claim 15-17, and comprise and check and leave the outward extending region of described ship.

19. methods as described in one of claim 15-18, wherein said ship is the described ship of one of claim 1-14.

20. 1 kinds of ships, comprise multiple substantially parallel hulls mutually, and it is arranged as and makes the basic vertical surface symmetry of each hull about the each hull longitudinal axis of crosscut.

21. ships as claimed in claim 20, wherein each hull is about symmetrical before and after the substantially vertical central cross plane through each hull.

22. ships as described in claim 20 or 21, the bow of wherein said ship and the shape of stern are basic identical.

23. ships as described in one of claim 20-22, also comprise the moon pool that is arranged in the deck construction being supported by described hull.

24. ships as described in one of claim 20-23, wherein said hull has disciform geometry.

25. 1 kinds of ships, comprise multiple hulls, propulsion system, control system and testing fixture, described propulsion system comprises the propulsion equipment that is positioned at the each end regions of described multiple hulls, described control system is connected to described propulsion system to control the operation of described propulsion equipment, thereby locate described hull, described testing fixture be installed at least two of described multiple hulls upper, leave the outward extending region of described ship to check.

26. ships as claimed in claim 25, wherein each testing fixture comprises transmitter and reception facilities, described transmitter is used for launching and checks that medium, described reception facilities are arranged to receive any inspection medium that the object from checked region reflects.

27. ships as claimed in claim 26, also comprise data processing equipment, and it is connected to described testing fixture and is used for generating inspection data set, and each testing fixture generates one and checks data set.

28. ships as described in one of claim 25-27, wherein said testing fixture adopts Forward-Looking Sonar equipment.

29. 1 kinds of methods, comprise and will have the ship fixed position of multiple hulls, utilize control system to operate the propulsion system of described ship, so that described hull remains on this position substantially, and the outward extending region of described ship is left in inspection.

30. methods as claimed in claim 29, wherein said inspection comprises that transmitting checks medium and receives any inspection medium that the object from checked region reflects.

31. methods as claimed in claim 29, also comprise from testing fixture separately and generate respectively inspection data set.

32. methods as claimed in claim 31, wherein said inspection generates the essentially identical image separately of described inspection area from each testing fixture.

33. methods as claimed in claim 32, wherein said essentially identical image solid separately combines, to generate the 3-D view of described inspection area.