WO2011141778A1

WO2011141778A1 - Selectable destination underwater towed cable ferry system and guidance mechanism

Info

Publication number: WO2011141778A1
Application number: PCT/IB2010/055586
Authority: WO
Inventors: Tarik Ozkul
Original assignee: Tarik Ozkul
Priority date: 2010-12-05
Filing date: 2010-12-05
Publication date: 2011-11-17
Also published as: JP5636105B2; US8727822B2; EP2403753A4; JP2013535368A; SG176618A1; EP2403753A1; DE10847633T1; ZA201203048B; US20120132126A1; EP2403753B1

Abstract

A multiple destination cable ferry system where a marine vessel is towed by an underwater sled into its final destination over underwater tracks and transfer switches. The system is designed to be under total computer control in such a way that the towed vessel can be delivered to its final destination without requiring any human intervention aboard the vessel.

Description

Title of Invention: SELECTABLE DESTINATION UNDERWATER TOWED CABLE FERRY SYSTEM AND GUIDANCE MECHANISM

FIELD

This application is related to the field of cable ferries, more specifically to marine propulsion, steering and dynamic anchoring.

BACKGROUND

Cable ferries are vehicles used for crossing rivers and canals using cable system, which is connected to both sides of the shore. Cable system is usually a steel cable and may be located either under water or above water. Cable ferries are well known since middle ages and used by many civilizations. Since cable ferries may be towed by pulling the cable from either side of the shore, the ship or the barge do not need to be powered on its own. Since the route of the cable ferry is necessarily determined by the cable that tows the boat, its operation is not affected by weather elements like fog, wind or river currents. In some cable ferry applications the boat may have its own engine power to pull the cable in order to provide the necessary propulsion toward the destination. The mentioned examples of related art are intended to be illustrative rather than exclusive. Current cable ferry designs are well known to those who are skilled in art.

As the environmental consciousness of the world increases, there are attempts to utilize cable ferries more frequently in environmentally friendly ways.

Askgaard, in his publication US2010/0233918 A1 teaches a way of using electrically operated flywheel for operating cable ferry for carrying people and vehicles for short distance transportation.

This application intends to increase versatility of the cable ferry by providing multiple destinations as well as computer controlled operation. SUMMARY

This invention is about cable ferry system with multiple destinations which can be used to tow a marine vessel to its final destination through a system of guided cable, chain or tracks through electronically controlled switch mechanisms.

Unlike a classical cable ferry, which is dragged into its final destination by a single cable, this invention uses multiple cable systems or tracks and different propulsion mechanisms to lead the cable ferry into one of the multiple

destinations selected. The invention teaches different embodiments of achieving this purpose. In one of the embodiments of the invention, the cable ferry is towed by an underwater sled to its final destination where the sled is switched from one track to another under electronic guidance. In another embodiment of the invention, the underwater sled can be attached to a moving cable or chain mechanism, which is being pulled by other means.

The invention also teaches the method of transferring underwater sled from one track to another, which is necessary in order to direct the sled into different destinations. Unlike a railroad track which works in a two dimensional plane, the invention teaches a mechanism that works in three-dimensional space which can also handle tracks that crosses each other's path. The system is designed to operate under computer control, which not only controls the switches at suitable locations but also keeps track of location of other cable ferries in order to facilitate trouble free crossing at switch points. The tracks are allowed to cross each other's path and the computer keeps track of location of all towed cable ferries. The speed of the sled is periodically adjusted in order to avoid colliding with other sleds towing other cable ferries.

The invented system provides an environmentally friendly way of transportation in sea since the propulsion force of the sled may be provided by wind turbines placed alongside the cable ferry routes. Another notable advantage of the system may be the unmanned operation of the cable ferry. Purpose built cable ferries designed for transporting goods can be sent to desired destination without human controller on board without being affected by weather conditions. The tracks or the chains that provide the propulsion for the cable ferry are submerged well below the underwater depth of ships that sail the sea in order not to interfere with the usual self-propelled marine traffic. The invention teaches different methods for laying tracks in shallow as well as deep-sea locations.

BRIEF DESCRIPTION OF DRAWINGS

FIGURE 1 shows the flow chart of the operation of the invention.

FIGURE 2 shows the overall outlook of the system.

FIGURE 3 shows the details of the switch system, which switches tracks.

FIGURE 4 shows one particular embodiment of the switch as a sled go through the switch assembly.

FIGURE 5 shows a preferred embodiment of the switch system.

FIGURE 6 shows an embodiment of the invention where the tracks are anchored to an uneven sea bed.

FIGURE 7 shows cross section of tracks and sleds for different embodiments of the sled and track.

FIGURE 8 shows an embodiment of track system where tracks are made out of cables and a suitable sled arrangement for this embodiment.

FIGURE 9 shows an embodiment of track system where tracks are made out of chains and a suitable sled arrangement for this embodiment.

FIGURE 10 shows an environmentally friendly embodiment of the invention which tows submerged containers. DESCRIPTION

Cable ferry is a simple and cost effective solution for crossing short straits of water. Since cable ferry does not need an engine on board for propulsion, the cost of the vessel is minimal. The navigation of the vessel is also not a problem since it gets dragged to its final destination; as a result usual whether elements like fog or currents do not affect operation of the vehicle. Another added advantage is in the efficiency of the cable ferry operation. Self propelled ships use propellers to turn engine motive power into trust. It is well known to the people skilled in the art of marine propulsion that there are many different types of losses when rotational movement of engine is converted into trust by way of propellers. Dragging the vessel by cable eliminates some of the energy loses caused by the propeller. Of course cable ferry suffers from different types of losses which is mainly caused by dragging a heavy cable, but overall

arrangement is much more environmentally friendly since the power source of the cable ferry system do not need to be on the vessel. Motive power for cable ferry system can be stationery on the shore and can be provided by electrical energy which is clean and may be provided by renewable means like wind turbines.

The traditional cable ferry suffers from the fact that it is designed for short straights and travels from one point to another. In this invention what is proposed is a system which enlarges the scope of cable ferry into a digitally controlled highway for maritime traffic where marine vessels are dragged into their destinations by underwater track system.

The subject of invention is a cable ferry guidance system where a ferry is towed into its final destination by an underwater mechanism comprising cables, chains, tracks and digitally controlled switch mechanisms. The system retains all the advantages of the classical cable ferry but increases its versatility by making it possible to go into different destinations. Energy source for the system can come from renewable energy sources like wind turbines placed along the route of the cable ferry. The cable ferry used in the system can be a vessel floating over water or it may be a vessel submerged underwater. The system is applicable to any size maritime waters including sea, river or lake.

The cable ferry, which will be referred as "vessel" from now on, is towed by one or more sleds running on underwater tracks. In one embodiment of the system, the vessel is coupled to two sleds via cables where one of the sleds is located in front of the vessel and the other one is located at the back of the vessel. The front sled tows the vessel forward and the back sled is used for stopping the vessel when needed as well as preventing the vessel drifting away from the path of the track underneath. The two sleds work in unison to accelerate, steer and stop the vessel as the journey requires. The sleds are completely submerged underwater and placed over special tracks, which are anchored to the bottom of the sea. The underwater tracks where the sleds are running are placed well below the hull depth of maritime traffic in the region and normally do not interfere with the self-propelled maritime vessels operating in the vicinity. The depth of the underwater tracks is maintained at a specific depth regardless of how deep the waters along the path of cable ferry. Depending on how deep the seabed is, the underwater tracks are either laid on the seabed directly or attached to pillars raised on the seabed or anchored by chains to the seabed. The exact attachment mechanism depends on the depth of the sea. In shallow waters, it may be sufficient to place the tracks on pillars or on the seabed directly, whereas in deep waters it may be necessary to anchor the tracks to the bottom of the sea. The tracks are designed to be buoyant and have tendency to rise to the surface. As a result, the tracks needs be anchored to the seabed in order to avoid them going up to the surface of the water. In locations where the water is too deep, the length of the anchoring chain maintains the track at a specific depth. This fact is especially important for the manufacturability of the track system along the deep portions of the sea since tracks can be laid by simply placing weighs along the track and connecting tracks to the weights with suitable length anchor weights.

The sleds are designed to be physically engaged and attached to the underwater track. The sleds may also contain prime mover inside which may be electrically, hydraulically or pneumatically powered in order to provide the motive force. The power to the sled can be provided either by the towed vessel itself or by external means like stationery power generators in the vicinity through the tracks.

In order to direct the towed vessel into different destinations it is necessary to switch the sleds from one track to another as needed. This operation is achieved by electrically, pneumatically or hydraulically activated switch mechanism, which is controlled digitally under computer control. As the sled towing the vessel approaches to a switch location, the sled is interrogated by number of electronic sensing units placed along the track, which acquire the ID number of the approaching sled. Underwater communication methods that can be used for interrogation of the approaching sleds can be acoustical, ultrasonic or

electromagnetic and it is well known to those who are skilled in this art. Since the destination information of the vessel is associated with the sled ID, the switch controller switches the incoming track to the proper outgoing track well before the sled arrives at the switch junction. After both bow and stern side sleds pass through the switching junction, the switch is ready to provide navigation to another incoming sled pair.

The switch mechanism is also designed to handle tracks that may cross each other's path. The electronic sensors inform the computer system that keeps track of all sleds operating in the vicinity of the switch and adjust the speed of the approaching sleds as required so that different pairs of sleds do not attempt to cross the switch at the same time.

The operation of the system will now be explained using figures.

Fig.1 shows the block diagram of the operation of the system. In block 1 , vessel and destination information is entered into the system. In block 2, vessel is mated with sleds and sled ID's are associated with the vessel information including destination. In block 3, the sled and route information is distributed to the switches and other vessels through networking means. Block 4 shows the actions done as the sled moves forward on the track and approaches to a switch position. As the sled starts moving, it is interrogated by sensing units placed alongside the track and the switches are configured appropriately for the desired destination track. If the switch is currently blocked by another pair of sleds crossing the track, the information is provided to the other sled pair approaching the switch in order for them to slow down or stop their movement. This process is shown in decision block 5. If switch is not currently being crossed by another sled pair, the actuators inside the switch are instructed to move into the appropriate position in block 6. If the switch is occupied by other sleds crossing the switch, the incoming sled speed is adjusted by the system in order to operate in the most efficient manner which is shown in block 7.

Fig.2 shows the perspective appearance of the overall system where vessel 10 is attached to bow sled 17 which is connected to the front side of the vessel and stern sled 12 which is connected to the aft part of the vessel through cables 18 and 1 1. Both sleds 12 and 17 are on track 14 which may be placed on pillars like 16 or anchored to sea bed by chains 13. As the sleds 12 and 17 move over the track 14, the position and sled ID's are interrogated by sensing units 22 and 15 positioned alongside the track 14. Switch mechanism 23 directs the sled 17 approaching from the direction of 24 to track 21. The system accepts tracks coming from other directions like 19 to cross tracks like 14. Track 19 also has sensing units like 35 to sense the passing sleds.

Fig. 3 shows the details of the switch mechanism of a preferred embodiment where the incoming sled 17 is interrogated by the sensing unit 15. Guide rail 23 is hinged at the position 21 and free to rotate sideways with respect to the hinged pivot point 21 over the support assembly 24. The actuation movement of the guide rail 23 is provided by actuator 22. Under the actuation movement of actuator 22, the guide rail 23 is aligned and locked by either track 25, track 26 or 27. Sensing unit 29 placed over the output track is used to confirm when sled enters and leaves the right track. The mid portion 33 of the sled 17 is made from semi-flexible material which can confirm to the shape of the track as the sled is running over the track. As a result of this compliance built into the sled, the sled can follow the guide rail 23 which is hinged at point 21.

Fig. 4 shows how sled enters and leaves the switch in the preferred embodiment. Fig. 4A shows instant when the sled is approaching the guide rails of the switch. In Fig 4B the sled mechanism is passing over the hinged portion of the switch and complies with the shape of the guide rail. Fig 4C shows the sled at the end position of the switch as it leaves the switch mechanism.

Fig. 5 shows another view of the preferred embodiment of the switch mechanism where the incoming track 14, guide rail 23, actuator mechanism 24, outgoing tracks 45, 46, 47 and crossing track 19 are attached to a single rigid platform 44. The height of the crossing track 19 is lower than the height of the incoming track 14 and outgoing tracks 45, 46, 47 in such a way that passing sleds in either track 14 or 19 can do so without snagging on the other tracks. Crossing track 19 also has sensing input 35 to detect passing sleds.

Fig. 6 shows an embodiment of the system where the sea bed has uneven depth along the path of the track and how the tracks are attached to sea bed in deep locations. In locations where the sea level is not too deep, short length anchoring chains like 18 attach the track 14 to the sea bed. In locations like 19 where the sea level is deep, the anchoring chain length is longer to compensate for the difference in depth. Track 14 is designed to be buoyant, so it needs to be anchored to sea bed in order to keep the tracks suspended in water.

Fig. 7 shows several embodiments of the track cross sections and the sleds. Fig. 7 A shows a track with rectangular cross section 14, and the sled assembly 17. Track is attached to anchor chain 19 from the bottom in such a way that movement of the sled along the track is not hindered by the anchor connections. Fig. 7B and 7C shows tracks with circular and triangular cross sections and the suitable sled assembly for them.

Fig. 8A shows another embodiment of the track and switch system where the tracks are made of cable that move continuously and sleds get attached to moving tracks. In this embodiment, the track is cable 66 which is being pulled by pulley 61 in the direction of 69 which is powered by a prime mover inside base 68. The pulley 61 is movable up and down along the axis of rotation shown as 65. The actuator inside base 68 aligns pulley 61 with the desired pulley which may be 62, 63 or 64. Once the pulleys are aligned, the sled coming from the incoming track 66 is transferred to outgoing track 67. In this embodiment the sled has no prime mover inside and simply gets attached to the moving cable assembly to tow the attached vessel. The sled gets clamped to the cable 66 and approach the switch assembly from the direction of 69. Incoming sled 77 is guided by pulley 61 which is aligned with one of the output tracks guided by pulleys 62, 63 or 64. In the figure pulley 61 is aligned with pulley 62, so the coming sled 77 gets transferred to track 67. Fig. 8B shows the sled for this particular embodiment of the design. The sled has two clamping parts 71 and 73 connected by a semi rigid part 72. When sled gets attached to track which is in the form of cable, both clamps 71 and 73 are activated and they clamp to the cable. As the sled moves through the switch 73 releases the cable 66 while 71 is still clamping to cable 66. When sled is sufficiently advanced through the switch, the clamp 73 clamps the cable 67 and clamp 71 releases cable 66.

Fig. 9 shows yet another embodiment of the system where tracks appear as chains. Fig. 9A shows the track and the sled system where the chain 71 works as the track for the system and moved by gear 72. The sled assembly is shown as 74 and has two clamping parts 75 and 76. Rear clamp 75 and front clamp 76 are connected through semi rigid connecting part 78 which can bend and comply as it moves along the tracks. Figure 9B shows the mechanism of alignment for this embodiment of the switch. Gear 72 is free to move vertically along the direction of 86 and gets aligned with one of the outgoing tracks 79, 77 or 80. The sled gets clamped to moving chain by using special tooth on the sled. Fig. 9C and Fig. 9D show the details of the clamp mechanism. Fig. 9C shows the clamped version of the sled where the distance between tooth 81 and 82 is enlarged and unit gets engaged with the chain. Fig. 9D shows the released version of the embodiment where the distance between tooth 81 and 82 is reduced and assembly gets detached from the chain.

Fig. 10 shows an environmentally friendly embodiment of the invention where a streamlined cargo container is towed under the water surface without being affected by the weather elements or the wave conditions. An unmanned cargo container 92 is towed right below the water line 90 by the sled arrangement of the invention. The system may be powered by wind turbines 91 erected along the path of the tracks.

Claims

1. A system of selectable destination, underwater towed cable ferry

arrangement comprising:

i. maritime vessels being towed to a selected destination;

ii. underwater tracks that extend to multiple destinations;

iii. sleds that fit on the said underwater tracks;

iv. means for coupling the said maritime vessels to the said sleds; v. switch arrangements that switches the said sleds from one said underwater track to another;

vi. electronic units placed on the said sleds that broadcast information about the said sled, said vessel and the said selected destination; vii. sensing units placed along the said tracks that communicate with the said electronic units placed on the said sleds,

viii. computer system which control the acquisition and distribution of information about the said vessels, said sleds, said switches and actuate said switches as necessary .

2. A system of selectable destination, underwater towed system of claim 1 where the said maritime vessel can be floating over water or submerged under water.

3. A system of selectable destination, underwater towed system of claim 1 where the said maritime vessels may have their own propulsion power or not.

4. A system of selectable destination, underwater towed system of claim 1 where the said underwater tracks may have buoyancy force higher than the weight of the said tracks which requires said tracks to be anchored to the bottom by suitable means to keep the said tracks submerged.

5. A system of selectable destination, underwater towed system of claim 1 where the said tracks may have buoyancy force less than the weight of the said tracks so that the said tracks can be laid on the sea floor directly or placed on pillars.

6. A system of selectable destination, underwater towed system of claim 1 where the said tracks are submerged and suspended below the surface of the water.

7. A system of selectable destination, underwater towed system of claim 1 where cross section of the said tracks may be circular, rectangular, triangular or trapezoidal shape and tracks are anchored to sea bed by suitable means like cables or chains attached to their bottom facing the sea bed.

8. A system of selectable destination, underwater towed system of claim 1 where the said tracks are fitted with the said sleds in such a way that the said sleds can move freely horizontally alongside the said track length but cannot disengage from the said tracks laterally.

9. A system of selectable destination, underwater towed system of claim 1 where the said sleds may have one or more prime movers inside which may be powered by electrical, pneumatic or hydraulic means to provide propulsion of the said sled.

10. A system of selectable destination, underwater towed system of claim 1 where the said sleds may receive their power from the said vessel through said coupling means or from the said tracks that they are attached.

1 1. A system of selectable destination, underwater towed system of claim 1 where the said vessel may be connected to one or more of the said sleds through the said coupling means which may be cables, chains or combination thereof.

12. A system of selectable destination, underwater towed system of claim 1 where the one of the said sleds may be connected to the front side of the said vessel and the other may be connected to the aft of the vessel through the said coupling means.

13. A system of selectable destination, underwater towed system of claim 1 where the said switches have an incoming track, one or more outgoing tracks and one or more tracks that cross the switch.

14. A switch system of claim 13 where the said switch connects the said incoming track to one of the said outgoing tracks in such a way that the said sled coming from the said incoming track can be directed and transferred to one of the said outgoing tracks.

15. A switch system of claim 13 where the said track that crosses the switch is routed through the gap between the said incoming track and the said outgoing tracks in such a way that a sled moving along the said crossing track can move without being blocked by either the said incoming or outgoing tracks.

16. A switch system of claim 15 where the relative height level of the said crossing track is lower than the level of the said incoming and outgoing tracks.

17. A switch system of claim 13 where the connection between the said

incoming track and the said outgoing tracks is achieved through changing position and aligning a guide rail with one of the outgoing tracks where actuation of the said guide rail is achieved by electrical, pneumatic or hydraulic means under digital control.

18. A system of selectable destination, underwater towed system of claim 1 where the said sensing units communicate with the said electronic units on the said sleds through acoustical, ultrasonic or electromagnetic means.

19. A switch system of claim 17 where the said switch system is configured in advance for the said sled approaching from the said incoming track before the sled arrives at the said switch.

20. A system of selectable destination, underwater towed system of claim 12 where the movement, acceleration and stopping of the said vessel is arranged by coordinated action of the said sleds where the front sled tows the said vessel forward and the back sled slows or stops the movement of the said vessel when needed.

21.A system of selectable destination, underwater towed system of claim 20 where the said front sled may be one or more.

22. A system of selectable destination, underwater towed system of claim 20 where the said back sled may be one or more.

23. A system of selectable destination, underwater towed system of claim 1 where the said tracks may be cables which are being moved by a stationery motor.

24. A system of selectable destination, underwater towed system of claim 1 where the said tracks may be chains which are being moved by a stationery motor.

25. A system of selectable destination, underwater towed system of claim 1 where the said sleds may not have prime mover inside and motive power of the said sled may be provided by the said sled clamping onto the said tracks.

26. A method of selectable destination, cable ferry arrangement where a maritime vessel is towed to its selected destination under the power and guidance of underwater track and sled arrangement where the said sleds are directed to the appropriate destination tracks by way of switches that connect the said tracks under the guidance of a computer system.

27. A method of selectable destination cable ferry arrangement where:

i. destination and vessel information is entered into a computer system;

ii. the said information is communicated digitally by the sleds that tow the vessel;

iii. sensing units placed along the track collect the said information from the said sleds as the said sled moves along the said track; iv. the said sensing units provide the information to the track switches so that the said switches are configured in advance to connect incoming track to appropriate outgoing tracks before the said sled arrives at the said switch;

v. the said sleds coupled to the said vessel operate under the

guidance of the computer system in such a way that vessel moves forward or stops by the coordinated action of the said sleds connected to the vessel .