HK1232848B - A vessel having a retractable cursor frame assembly - Google Patents

Description

Vessel with retractable bracket frame assembly

Technical Field

The present invention relates to a vessel having a retractable bracket frame assembly for deploying another vessel into a body of water. More particularly, the present invention relates to a retractable bracket frame assembly located on a host vessel. When the host vessel is in transit, the retractable bracket frame assembly is retracted and secured to a module of the host vessel. When another vessel is to be deployed from the host vessel into an adjacent body of water, the bracket frame assembly is then extended into the water to facilitate the launching of the other vessel.

Background Art

When conducting exploration in semi-hazardous conditions (such as in deep sea or offshore locations), remotely operated vehicles (ROVs) are often used to access specific locations or locations. ROVs can be used to repair ships at sea and to complete a variety of underwater tasks. These ROVs are typically self-propelled and typically include various couplings to allow activities such as recovering unfinished equipment. ROVs are also typically equipped with video recording equipment and lighting to allow the ROV's controller to better manipulate the ROV so that it can complete its mission underwater.

At sea, ROVs are frequently deployed using a tether and winch system. This system can include a cage or cradle for supporting the ROV on the inside, or a top-hat-style cradle that stores the ROV underneath. The cradle and ROV are then lowered from the host vessel into the sea using the winch system. When the cradle reaches the surface, the ROV is detached from the cradle and then guided to its workstation by a controller. To facilitate underwater operation, the ROV is typically tethered to the host vessel via a long cable. This cable transmits power and signals from the host vessel to the ROV.

Such a deployment system can only be used in calm weather conditions. In bad weather conditions, such as rough seas, strong winds, and large waves, such a deployment system cannot be used when the bracket and ROV are thrown out and rotated around as the bracket is hoisted into the sea. Under such conditions, a bracket frame assembly is usually used to deploy the ROV into the sea. For most ships, the bracket frame will be attached to one side of the hull and lowered from the main deck to the keel line of the ship. When the ROV is to be deployed, the ROV will be placed in the bracket connected to the bracket frame. Then, a winch or crane will be used to lower the bracket and the ROV contained therein into the sea. Because the bracket can only move in the direction of the bracket frame, due to the limited vertical movement of the bracket, the bracket will be able to safely deploy the ROV into the sea even under the worst ocean conditions. When the bracket frame is not in use or when the ship is in transit, the bracket frame must be removed from the hull. This is because if the bracket frame remains attached to the hull, the transportation speed of the ship is seriously reduced. For example, a ship's normal transit speed is between 12 and 14 knots. With the bracket frame attached to the hull, the ship is typically limited to a transit speed of 3.5 knots. Any increase in the ship's transit speed will result in the bracket frame being detached from the hull. To remove the bracket frame, an equipment crane mounted on the hull is typically deployed to lift the bracket frame and place it on the ship's deck. The problem is that the bracket frame is quite long and heavy, taking up a significant amount of the ship's valuable deck space.

A shortage of deck space is a common issue on offshore drilling rigs, as the amount of deck space available for such systems is often quite limited. Furthermore, in addition to the primary ROV, most vessels tend to have a backup ROV on board. This allows the backup to be readily available should the primary ROV encounter technical difficulties. The downside of having an additional ROV on board is that the backup unit will also take up additional deck space on the primary vessel.

Existing ROV deployment systems are disadvantageous because they are inefficient, cumbersome, unsafe to use in bad weather, and/or take up valuable deck space when disconnected from the vessel. Consequently, those skilled in the art are continually seeking ways to design bracket frames for vessels that do not require disconnection from the vessel during transit, are inherently safe to use in all weather conditions, and address the issues faced by existing deployment systems.

Summary of the Invention

The above-mentioned and other problems in the art are solved and improvements in the art are made according to the present invention. A first advantage of a vessel having a retractable toggle frame assembly according to the present invention is that the toggle frame does not need to be disconnected from the vessel when the vessel is in transit. This frees up valuable space on the vessel's deck. A second advantage of the toggle frame assembly according to the present invention is that the toggle frame can be used to deploy an ROV even in bad weather conditions. A third advantage of the toggle frame assembly according to the present invention is that, due to the way the C-shaped guide rails slide in engagement with the T-shaped rails, the guide rails of the frame assembly engage with their corresponding rails in a safe and secure manner.

According to an embodiment of the present invention, a vessel having a retractable toggle frame assembly includes: a first rail and a second rail, each rail having a base and a blade portion protruding from the base. For each rail, the upper half of the rail is attached to a module disposed on the hull via the blade portion of the rail, and the lower half of the rail is attached to the hull via the blade portion of the rail. The toggle frame assembly also includes a first C-shaped guide rail and a second C-shaped guide rail, the first C-shaped guide rail slidingly engaging the first rail, and the second C-shaped guide rail slidingly engaging the second rail. The length of the first C-shaped guide rail is shorter than the length of the first rail, and the length of the second C-shaped guide rail is shorter than the length of the second rail. Further, the assembly also includes: a first fastening structure, the first fastening structure being disposed on the module adjacent to the first end of the first rail, for securing the first C-shaped guide rail; and a second fastening structure, the second fastening structure being disposed on the module adjacent to the first end of the second rail, for securing the second C-shaped guide rail. The bracket frame assembly further includes a first support and a second support, wherein the first support is provided at the second end of the first rail for buffering the first C-shaped guide rail, and the second support is provided at the second end of the second rail for buffering the second C-shaped guide rail. According to an embodiment of the present invention, the lengths of the first and second C-shaped guide rails are equal to the height of the module on the hull.

According to an embodiment of the present invention, the first fastening structure includes: a first bracket disposed on a first side of the first end of the first rail; and a second bracket disposed on a second side of the first end of the first rail. The fastening structure also includes a fixing member and an opening, the fixing member passing through the first and second brackets, and the opening being disposed at the first end of the first C-shaped rail to secure the first C-shaped rail to the module.

According to an embodiment of the present invention, the second fastening structure includes: a third bracket disposed on a first side surface of the first end portion of the second rail; and a fourth bracket disposed on a second side surface of the first end portion of the second rail. The fastening structure also includes a fixing member and an opening, the fixing member passing through the third bracket and the fourth bracket, and the opening being disposed at the first end portion of the second C-shaped rail to secure the second C-shaped rail to the module.

According to an embodiment of the present invention, the vessel further comprises a winch, the winch being arranged on the upper surface of the module for raising or lowering the first C-shaped guide rail and the second C-shaped guide rail. In an embodiment of the present invention, the winch may be a constant tension type winch.

According to an embodiment of the present invention, the frame assembly includes a first crossbeam connecting the first C-shaped guide rail to the second C-shaped guide rail, the first crossbeam being arranged so that the first crossbeam is perpendicular to the first C-shaped guide rail and the second C-shaped guide rail. According to another embodiment of the present invention, the frame assembly includes a second crossbeam connecting the first C-shaped guide rail to the second C-shaped guide rail, the second crossbeam being arranged so that the second crossbeam is parallel to the first crossbeam. According to yet another embodiment of the present invention, the frame assembly includes a third crossbeam connecting the first C-shaped guide rail to the second C-shaped guide rail, whereby a first end of the third crossbeam is connected to an end of the first crossbeam connected to the first C-shaped guide rail, and a second end of the third crossbeam is connected to an end of the second crossbeam connected to the second C-shaped guide rail.

According to an embodiment of the present invention, the frame assembly includes: a bracket, which is used to receive a remotely operated vehicle; a first bracket guide, which is used to connect the first frame of the bracket to the first C-shaped guide rail; and a second bracket guide, which is used to connect the second frame of the bracket to the second C-shaped guide rail.

BRIEF DESCRIPTION OF THE DRAWINGS

The above advantages and features of the method and apparatus according to the present invention are described in the following detailed description and illustrated in the accompanying drawings:

FIG1 shows a side view of a vessel having a toggle frame according to one embodiment of the present invention, whereby the guide rails of the toggle frame are in a retracted position;

FIG2 shows a perspective view of a vessel having a toggle frame according to an embodiment of the present invention, whereby the guide rails of the toggle frame are in a retracted position;

FIG3 shows a side view of a vessel having a toggle frame according to one embodiment of the present invention, whereby the guide rails of the toggle frame are in a deployed position;

FIG4 shows a perspective view of a vessel having a toggle frame according to one embodiment of the present invention, whereby the guide rails of the toggle frame are in a deployed position;

FIG5 a shows a toggle frame assembly in a retracted position according to one embodiment of the present invention;

FIG5 b shows the toggle frame assembly in an extended position before the cradle and the ROV contained therein are moved onto the toggle frame assembly according to one embodiment of the present invention;

FIG6 illustrates the toggle frame assembly in an extended position after the ROV has been deployed from the cradle according to one embodiment of the present invention;

FIG7 illustrates a cross-sectional view of a guide rail engaged with a track according to one embodiment of the present invention;

FIG8 shows a fastening structure according to one embodiment of the present invention;

FIG9 shows a side view of a fastening structure according to one embodiment of the present invention;

FIG10 shows a side view of a bracket according to one embodiment of the present invention; and

FIG. 11 shows a front view of a bracket according to an embodiment of the present invention.

DETAILED DESCRIPTION

The present invention relates to a vessel having a retractable bracket frame assembly for deploying another vessel into a body of water. More particularly, the present invention relates to a retractable bracket frame assembly located on a host vessel. When the host vessel is in transit, the retractable bracket frame assembly is retracted and secured to a module of the host vessel. When another vessel is to be deployed from the host vessel into an adjacent body of water, the bracket frame assembly is then extended into the water to facilitate the launching of the other vessel.

Figure 1 illustrates a vessel having a retractable bracket frame assembly according to one embodiment of the present invention. Vessel 100 includes a hull 110 and a module 105 disposed on an upper surface of hull 110 or on a deck of vessel 100. Those skilled in the art will recognize that module 105 may be any type of module that can be mounted on the deck of vessel 100, such as, but not limited to, a mud module, a storage module, or a containment module, without departing from the present invention. According to one embodiment of the present invention, vessel 100 may include a drillship, and module 105 may include a mud module. A mud module located on a drillship is used to contain: drilling consumables, such as mud, drilling water, fuel, oil, barite, and bentonite; and/or a mud system, such as a mud tank, a mud pump, and a mixing or charging pump. In conventional drillships, drilling consumables and/or mud systems are typically contained within the hull of the drillship. The disadvantage of this is that once the drilling consumables have been depleted, the draft of the drillship will change as the load within the drillship changes.

In this embodiment of the invention, with drilling consumables and/or the mud system contained within the mud module, this frees up tank space within the drillship's hull to carry additional ballast water. The additional ballast water within the tanks within the drillship's hull helps maintain the drillship's draft at a constant level, even after all drilling consumables have been depleted. This increased stability means the drillship can remain at sea for longer periods of time.

As shown in FIG1 , module 105 is provided with an opening 120 that is positioned adjacent to the deck of vessel 100. Opening 120 can be used to provide access to module 105. In an embodiment of the present invention, opening 120 can be large enough to allow passage of a cradle containing an ROV. FIG1 also shows bracket frame assembly 115, which has an upper section attached to module 105 and a lower section attached to vessel 110.

When the vessel 100 is in transit, as shown in Figures 1 and 2, the bracket frame assembly 115 will be in a retracted position. In this retracted position, the guide rails of the bracket frame assembly 115 will be retracted out of the water and secured to the module 105 using a fastening structure or device. When the ROV is to be deployed from the vessel 100, as shown in Figures 3 and 4, the bracket frame assembly will be in a deployed position. In this extended position, the guide rails of the bracket frame assembly 115 will extend beyond the keel height of the vessel 100 and into the adjacent water body. This facilitates the deployment of the bracket containing the ROV from the opening 120 of the module 105 to the adjacent water body (such as the ocean). The advantage of having such a retractable bracket frame assembly is that when the vessel 100 is in transit, the frame assembly 115 can be retracted above the water level and securely fastened to one side of the module 105, thereby allowing the vessel 100 to achieve a higher transit speed. If the rails of the frame assembly 115 are left extended in the water, the transport speed of the vessel 100 will be severely limited because the vessel 100 will have to be transported at a reduced speed to prevent the extended rails of the frame assembly 115 from tearing away from their attachments while the vessel 100 is at sea.

Figure 5a shows a detailed view of the bracket frame assembly 115. As shown in Figure 5a, the bracket frame assembly 115 includes rails 401 and 402 that extend from the top of the module 105, through the opening 120, and down to the keel level of the hull 110. In other words, the upper portions of the rails 401 and 402 are attached to the module 105, while the lower portions of the rails 401 and 402 are attached to the hull 110. The rails 401 and 402 can be attached to the module 105 and the hull 110 using various methods, such as welding or nailing. The bracket frame assembly 115 also includes guide rails 406 and 407 that slideably engage the rails 401 and 402, respectively. In other words, rails 406 and 407 are arranged so that they can slide along the entire length of tracks 401 and 402. According to an embodiment of the present invention, the upper portion of tracks 401, 402 extends from the top of module 105 to the top of opening 120, while the lower portion of tracks 401, 402 extends vertically downward from the bottom of opening 120 to the keel of vessel 100, spanning hull 110. In other words, tracks 401 and 402 do not extend across a hatch or door of opening 120.

FIG5 a also shows that the length of guide rail 406 is shorter than the total length of track 401, and the length of guide rail 407 is shorter than the total length of track 402. This allows guide rails 406 and 407 to be retracted along tracks 401 and 402 when not in use, and to be extended downward along these tracks when an ROV is to be deployed from opening 120. In an embodiment of the present invention, the length of guide rails 406 and 407 is designed so that the length of these guide rails is equal to the height of module 105 on vessel 100. This ensures that when the guide rails are retracted, no portion of the guide rails will be positioned below the deck of vessel 100, thereby reducing the likelihood that the ocean surface will contact the guide rails while vessel 100 is being transported.

Tracks 401 and 402 are further provided with struts 416 and 417, respectively, at their lower ends. When rails 406 and 407 are fully deployed, struts 416 and 417 support them. Should rails 406 and 407 accidentally deploy from the top of module 105, struts 416 and 417 provide support for them. This ensures that the free-falling rails will not damage other parts of vessel 100. For example, if the winch or crane used to lower the rails breaks, the struts prevent the rails from falling into the ocean below.

When the guide rails 406 and 407 are in the retracted position, fastening structures 411 and 412 provided near the upper section of the module 105 are used to securely hold the guide rails 406 and 407 in place. The primary reason for positioning the fastening structures 411 and 412 at the upper section of the module 105 is to make them more accessible to operators of the toggle frame assembly system 115 to operate these fastening structures. Furthermore, because the guide rails 406 and 407 are typically raised or lowered using either a crane or a winch provided at the upper surface of the module 105, there will typically be an operator positioned adjacent to the crane or winch who will then use the fastening structures 411 and 412, respectively, to secure the guide rails 406 and 407 in place.

As shown in Figure 5a, guide rail 406 is connected to guide rail 407 via crossbeam 420. Specifically, crossbeam 420 is connected so that it is perpendicular to both guide rails 406 and 407. Under harsh environmental conditions, when these guide rails are in the extended position, strong torque and bending forces act on guide rails 406 and 407, causing them to twist and rotate, straining the connection between the guide rails and their respective tracks. Crossbeam 420, being perpendicular to both guide rails 406 and 407, can absorb the torque and bending forces acting on guide rails 406 and 407, thereby allowing the toggle frame assembly 115 to be utilized or fully extended even in the harshest weather conditions. Those skilled in the art will recognize that crossbeam 420 does not necessarily need to be at an exact 90° angle to both guide rails 406 and 407. As long as crossbeam 420 is approximately perpendicular to both guide rails 406 and 407, crossbeam 420 will be able to perform its function of distributing torque forces.

In an embodiment of the present invention, the toggle frame assembly 115 may include more than one crossbeam connecting the guide rails 406 and 407. Such additional crossbeams are shown in FIG5 a as crossbeam 422. Those skilled in the art will recognize that any number of such crossbeams may be used to connect guide rails 406 and 407, with these crossbeams connected so as to be perpendicular or substantially perpendicular to the two guide rails 406 and 407. According to another embodiment of the present invention, an additional crossbeam may be provided to further distribute the high torque and bending forces exerted on the guide rails 406 and 407. Specifically, a crossbeam may be connected to the end of crossbeam 420 connected to guide rail 407, while the other end of the same crossbeam may be connected to the end of crossbeam 422 connected to guide rail 406. Such a crossbeam is shown in FIG5 a as crossbeam 421. Crossbeam 421 helps absorb vertical forces that may be applied to crossbeams 420 and 422, thereby ensuring that the structure and integrity of the two parallel crossbeams will not be compromised under the most severe operating conditions. While reference is made only to beams 420 - 422 , those skilled in the art will recognize that any number or combination of these three beams may be used across the length of the bracket frame assembly 115 without departing from the present invention.

According to another embodiment of the present invention, the stability and handling of the toggle frame assembly 115 can be improved by selecting a crossbeam with a rectangular cross-section. By selecting a rectangular crossbeam, this effectively provides the toggle frame assembly 115 with a more stable foundation to withstand the bending forces that may be applied to the guide rails and tracks when the guide rails are extended in adverse weather conditions. This is because such a shape encourages the crossbeam to evenly distribute torque forces on the guide rails, thereby preventing the toggle frame assembly 115 from becoming structurally damaged.

When the toggle frame is not in use, or when the rails 406 and 407 are in the retracted position, a cradle for receiving the ROV and the ROV itself will be located within the module 105. An example of such a cradle is shown in Figure 5b as cradle 425. Cradle 425 may comprise a toggle made entirely of stainless steel, and the toggle may take the shape of an inverted bowl or birdcage, whereby the upper curvature of the toggle encloses the ROV.

In operation, the carriage 425 will only be attached to the rails 406, 407 after the rails have been extended into the ocean and after the hatch across the opening 120 has been removed. According to an embodiment of the present invention, the ROV to be deployed into the ocean is first loaded into the carriage 425. The A-frame is then used to maneuver the carriage 425, along with the ROV, from inside the module 105 onto the rails 406, 407. Once the carriage 425 has been maneuvered into position on the rails, the A-frame lowers the carriage 425 onto the rails 406, 407 so that the attachments provided on the sides of the carriage 425 can engage with the rails. Once the attachments on the carriage 425 have been securely engaged with the rails, the A-frame will then proceed to lower the carriage 425 into the ocean. The bracket 425 will follow a constrained path along the rails 406, 407, ensuring that even though the vessel 100 may heave and/or roll violently, or even if the bracket 425 is buffeted by violent winds during this process, the bracket 425 will not swing freely against the hull 110.

Once the A-frame has lowered the carriage 425 into the ocean, the ROV contained within the carriage 425 can then be deployed to perform its underwater operations. The A-frame will then lift the empty carriage 425 from the ocean by raising it upward along the guide rails 406, 407 until the carriage 425 is lifted off the top of these guide rails. The disengaged carriage is then maneuvered back into the interior of the module 105 for storage until the ROV completes its underwater operations. When the ROV has completed its drilling operations, the carriage 425 will then be lowered into the ocean as previously described. The ROV will then dock with the carriage 425, and the carriage 425 and the ROV will be lifted out of the ocean using the A-frame. After the A-frame has lifted the carriage 425 from the guide rails, the carriage and the ROV are then moved into the interior of the module 105 for storage.

FIG6 shows the bracket frame assembly 115 with the rails 406 and 407 fully extended after the bracket 425 has deployed the ROV. When the rails 406 and 407 of the bracket frame assembly 115 are fully extended, the bracket 425 will be positioned near the keel height of the vessel 100, or just below the ocean surface. This facilitates the deployment of the ROV from the bracket 425 into the ocean. Even if the ocean conditions are rough and choppy, and even if there are strong gusts of wind, the ROV will still be able to be launched from the bracket 425 because the bracket 425 will be held securely by the bracket frame assembly 115.

FIG7 shows an enlarged cross-sectional view of a C-shaped guide rail 406 and its corresponding track 401. As shown, track 401 includes a wider base portion 701 and a narrower blade portion 702 protruding from base 701. This results in track 406 having a "T-shaped" cross-sectional structure. Blade portion 702 is the section of track 401 that attaches to module 105 and serves as the lower half of track 401, while blade portion 702 is the section of track 401 that attaches to module 105 and to hull 110. Because C-shaped guide rail 406 slides with T-shaped track 401, the movement of guide rail 406 is limited only to sliding motion along the length of track 401. Base portion 701 of track 401 engages the sides of guide rail 406, preventing guide rail 406 from moving horizontally relative to track 401. Likewise, edges 705 and 706 of the guide rail 406 engage the base 701 to prevent the guide rail 406 from moving away from the surface 701 a of the base 701 .

Track 402 will also have a wider base and a narrower blade portion protruding from its base. The upper half of track 402 will be attached to module 105 via blade portion 702, and the lower half of track 402 will be attached to a portion of module 105 and a portion of hull 110 via blade portion 702. Because C-shaped rail 407 slides with track 402, the movement of rail 407 is limited only to sliding motion along the length of track 402. The base of track 402 engages the sides of rail 407, preventing horizontal movement of rail 407 relative to track 402. Similarly, the edges of rail 407 engage the base of track 402, preventing rail 407 from moving away from the surface of the base facing rail 407. This configuration ensures that the rails are securely attached to their respective tracks. This allows the bracket assembly 115 to be used even in inclement weather, as the movement of the rails is limited only to sliding motion along their respective tracks.

FIG8 shows an enlarged view of the fastening structures 411 and 412. In particular, the fastening structure 411 includes brackets 801, 802, and 803 attached to the module 105. As shown in FIG8, the bracket 803 is arranged on one side of the guide rail 406, the bracket 802 is arranged on the opposite side of the guide rail 406, and the bracket 801 is arranged farthest away from the guide rail 406. The fastening structure 411 also includes a fixing member 811 provided with a latch. The fixing member 811 passes through the openings in the brackets 801-803 and the guide rail 406 and is used to hold the guide rail 406 in place when the guide rail 406 is in the retracted position. In this position, the latch attached to the fixing member 811 will be attached to the connector on the upper surface 105b to prevent the fixing member 811 from moving further. When the guide rail 406 is to be extended, the securing member 811 will be retracted from the bracket 803 and the opening in the guide rail 406 , thereby allowing the guide rail 406 to be lowered along the length of the track 401 .

Similarly, as shown in FIG8 , securing structure 412 includes brackets 804, 805, and 806 attached to module 105. As can be seen, bracket 804 is positioned on one side of guide rail 407, bracket 805 is positioned on the opposite side of guide rail 407, and bracket 806 is positioned furthest from guide rail 407. Securement structure 412 also includes a securing member 812 provided with a latch. Securing member 812 passes through openings in brackets 804-806 and guide rail 407 and serves to hold guide rail 407 in place when it is in the retracted position. In this position, the latch attached to securing member 812 engages a connector on upper surface 105 b, preventing any further movement of securing member 812. When guide rail 407 is about to be extended, securing member 812 retracts from the openings in brackets 804 and guide rail 407, allowing guide rail 407 to be lowered along the length of track 402. In an embodiment of the present invention, the fixing members 811 and 812 may be metal rods or steel rods having sufficient structural strength to support the weight of the guide rails 406 and 407 , respectively.

Figure 9 shows a side view of guide rail 407. This side view shows an eye plate 901 and an opening 905, both located near the upper end of guide rail 407. Eye plate 901 is provided with an opening 906 for receiving a hook or a device for connecting eye plate 901 to a winch or crane. Opening 905 in guide rail 407 is used to receive a securing member 812 when guide rail 407 is secured in the retracted position. Similarly, although not shown in Figure 9, guide rail 406 is also provided with an eye plate and an opening for receiving securing member 811. The eye plate provided on guide rail 406 will also have an opening for receiving a device for connecting the eye plate to a winch or crane. The winch or crane connected to guide rails 406 and 407 will typically be located on surface 105b and used to raise or lower guide rails 406 and 407 as required. In embodiments of the present invention, the winch provided on surface 105b for raising or lowering the guide rails may be a constant tension type. This means that the winch can maintain the line connected to the guide rail under constant tension, thereby controlling the speed at which the guide rail is lowered. This is advantageous for safety reasons as it ensures that the guide rail cannot be lowered faster than a certain speed.

FIG10 shows a side view of the carriage 425, and FIG11 shows a front view of the carriage 425. When the carriage 425 is lowered onto the guide rail 407, a connecting device 1005 provided on one side of the carriage 425 is configured to slideably engage with the guide rail 407. Similarly, when the carriage 425 is lowered onto the guide rail 406, a connecting device 1006 provided on the other side of the carriage 425 is configured to slideably engage with the guide rail 406. According to embodiments of the present invention, the connecting devices 1005, 1006 may include carriage guides or any other type of similar structure.

The above is a description of a vessel having a retractable bracket frame assembly. It is anticipated that those skilled in the art can and will design alternative embodiments of the present invention as set forth in the appended claims.

Claims (10)

1. A vessel having a retractable elbow plate frame assembly, the vessel comprising: A first track and a second track, each track having a base and a blade portion protruding from the base, wherein for each track, the upper half of the track is attached to a module disposed on the hull via the blade portion of the track, and the lower half of the track is attached to the hull via the blade portion of the track. A first C-shaped guide rail and a second C-shaped guide rail, wherein the first C-shaped guide rail is slidably engaged with the first track, and the second C-shaped guide rail is slidably engaged with the second track, wherein the length of the first C-shaped guide rail is shorter than the length of the first track, and the length of the second C-shaped guide rail is shorter than the length of the second track; A first fastening structure is disposed on the module and adjacent to the first end of the first track, for fixing the first C-shaped guide rail; A second fastening structure, disposed on the module and adjacent to the first end of the second rail, is used to fix the second C-shaped guide rail; and A first support column and a second support column, wherein the first support column is disposed at the second end of the first track to cushion the first C-shaped guide rail, and the second support column is disposed at the second end of the second track to cushion the second C-shaped guide rail. 2. The ship according to claim 1, wherein the lengths of the first C-shaped guide rail and the second C-shaped guide rail are equal to the height of the module on the hull. 3. The ship according to claim 1, wherein the first fastening structure comprises: A first support is disposed on a first side of the first track at the first end of the first track; The second support is disposed on the second side of the first track at the first end of the first track; A fixing member and an opening are provided, the fixing member passing through the first bracket and the second bracket, and the opening is provided at the first end of the first C-shaped guide rail to fix the first C-shaped guide rail to the module. 4. The ship according to claim 1, wherein the second fastening structure comprises: The third support is disposed on the first side of the second track at the first end of the second track; The fourth support is disposed on the second side of the second track at the first end of the second track; A fixing member and an opening are provided, the fixing member passing through the third and fourth brackets, and the opening being provided at the first end of the second C-shaped guide rail to fix the second C-shaped guide rail to the module. 5. The vessel according to claim 1, wherein the vessel further comprises: A winch, disposed on the upper surface of the module, is used to raise or lower the first C-shaped guide rail and the second C-shaped guide rail. 6. The vessel according to claim 5, wherein the winch is a constant tension type winch. 7. The vessel according to claim 1, wherein the first crossbeam connects the first C-shaped guide rail to the second C-shaped guide rail, and the first crossbeam is configured such that the first crossbeam is perpendicular to the first C-shaped guide rail and the second C-shaped guide rail. 8. The vessel according to claim 7, wherein the second crossbeam connects the first C-shaped guide rail to the second C-shaped guide rail, and the second crossbeam is configured such that the second crossbeam is parallel to the first crossbeam. 9. The vessel according to claim 8, wherein the third crossbeam connects the first C-shaped guide rail to the second C-shaped guide rail, whereby a first end of the third crossbeam is connected to the end of the first crossbeam connected to the first C-shaped guide rail, and a second end of the third crossbeam is connected to the end of the second crossbeam connected to the second C-shaped guide rail. 10. The vessel according to claim 1, wherein the vessel further comprises: Bracket, the bracket being used to receive remotely operated vehicles; A first bracket guide, the first bracket guide being configured to slidably engage a first side of the bracket to the first C-shaped guide rail; and A second bracket guide is used to slidably engage a second side of the bracket with the second C-shaped guide rail.