Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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Marine vessel
Field of the Invention
The present invention relates to a marine vessel. More particularly it relates
to a
marine vessel having more than one configuration.
Background
Known marine vessels include boats and catamarans. Such vessels may be
susceptible
to capsizing during manoeuvres that place the vessel under excess acceleration
or
deceleration, such as braking and turning or in high seas.
Known marine vessels including boats and catamarans may also have difficulties
in
loading/unloading cargo in that it is time consuming and difficult to load
individual items of
cargo on to the vessels. This can take long periods of time while the vessels
are docked in
ports, which can be expensive.
Summary of invention
In a first aspect there is provided a marine vessel comprising: propulsion
means; a hull
section; a body section connected to said hull section via at least one
stanchion; and the body
section and the hull section being movable relative to each other via said at
least one
stanchion.
According to some embodiments, said body section is movable on the at least
one
stanchion.
According to some embodiments, said body section is vertically movable on the
at
least one stanchion relative to the hull section.
According to some embodiments, the marine vessel comprises a plurality of
stanchions.
According to some embodiments, the body section is movable on the plurality of
stanchions so as to tilt the body section relative to the hull section.
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According to some embodiments, the body section is configured to be tilted
during
acceleration and/or braking of the marine vessel.
According to some embodiments, a degree of tilt of the body section is
dependent
upon a magnitude of the acceleration or braking force.
According to some embodiments, the body section is configured to selectively
tilt
towards a first end or a second end of the marine vessel.
According to some embodiments, the body section is configured to selectively
tilt
towards a first side or a second side of the marine vessel.
According to some embodiments, said hull section comprises one or more ballast
and
trim tanks operable to prevent the marine vessel from floating unevenly.
According to some embodiments, said ballast tank is configured to control a
centre of
gravity of said marine vessel.
According to some embodiments, said marine vessel comprises one or more
vertical
thrusters located in or on the hull section for driving the hull section down
to an operating
depth.
According to some embodiments, said marine vessel comprises one or more
ailerons
and/or elevators on the hull section to provide control of the hull when the
vessel is in motion.
According to some embodiments, an angle of attack of the one or more ailerons
and/or elevators is variable so as to control the hull.
According to some embodiments, the body section comprises one or more areas
for
holding people and/or cargo.
According to some embodiments, the body section comprises a bridge portion for
accommodating a crew of the marine vessel.
According to some embodiments, the body section comprises a passenger holding
area.
According to some embodiments, the marine vessel comprises an attachment
mechanism for attaching at least one detachable module.
According to some embodiments the body section comprises the attachment
mechanism.
According to some embodiments, the marine vessel comprises a detachable module
mounted to the attachment mechanism.
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According to some embodiments, said marine vessel is configured to mount said
detachable module between said body section and said hull section.
According to some embodiments, said body section is configured to be lowered
on to
said detachable module so as to attach thereto.
According to some embodiments, said marine vessel has a first end and a second
end,
each of said first and second ends capable of acting as a bow or a stern of
the marine vessel
in an interchangeable manner and in dependence on a direction of travel of the
marine vessel.
According to some embodiments, said propulsion means comprises a water jet.
According to some embodiments, the hull section comprises a single section.
According to some embodiments, the hull section of said marine vessel is wider
than
the body section.
According to some embodiments, the width of the hull section is double, or
about
double, the width of the body section.
According to some embodiments, a length to height ratio of the hull section is
8:1 or
greater.
According to some embodiments, the hull comprises an air film emission slot
for
creating an air film on the hull section.
According to some embodiments, the side profile of the hull section comprises
an
aerofoil shape.
Brief description of Figures
Figure 1 is a side view of a marine vessel having a body section and a hull
section separated
by stanchions, according to an embodiment of the invention.
Figure 2 is a front view of the marine vessel depicted in Figure 1.
Figure 3 is a side view of a marine vessel having a body section and a hull
section separated
by stanchions, which shows how the body section of the marine vessel is
vertically movable
on the stanchions.
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Figure 4 is a side view of a marine vessel as depicted in Figure 1 and a
detachable module,
where the marine vessel and detachable module are in a first configuration.
Figure 5 is a side view of a marine vessel as depicted in Figure 1 and a
detachable module,
where the marine vessel and detachable module are in a second configuration.
Figure 6 is a front view of a marine vessel and detachable module in the
second configuration
of Figure 5.
Figure 7 is a side view of the marine vessel where the body section is angled
on the stanchions
relative to the hull portion.
Figure 8 is a side view of the marine vessel where the body section is angled
on the stanchions
relative to the hull portion, in the opposite direction to that shown in
Figure 7.
Figure 9 is a front view of the marine vessel where the body section of the
marine vessel is
tilted in a first direction relative to the hull section.
Figure 10 is a front view of the marine vessel where the body section of the
marine vessel is
tilted in a second direction relative to the hull section.
Figure 11 is a front view of a marine vessel according to an embodiment, where
the marine
vessel has a body section and a hull section separated by stanchions
positioned side by side,
where the hull section is wider than the body section.
Figure 12 is a front view of a marine vessel according to an embodiment, where
the marine
vessel has a body section and a hull section separated by stanchions
positioned centrally on
the hull section, where the hull section is wider than the body section.
Figure 13 is a front view of a marine vessel as depicted in Figure 12 with
detachable modules,
wherein the detachable modules are in a first configuration.
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Figures 14 a) - d) are side views of a marine vessel according to an
embodiment of the
invention.
Figure 15 schematically shows a displacement control system according to an
embodiment of
the invention.
Figure 16 is a side view of the starboard side of a marine vessel having a
body section and a
hull section separated by stanchions according to an embodiment of the
invention.
Figure 17 is a front view of a marine vessel according to an embodiment of the
invention,
wherein the marine vessel has continuous air film emission slots.
Figure 18 is a side view of an aerofoil shape used in embodiments for the hull
section of the
marine vessel.
Figure 19 is a front view of a marine vessel powered by sail according to an
embodiment of
the invention.
Figure 20 schematically shows computer hardware according to an embodiment.
Detailed description
Figure 1 is a side view of a marine vessel 100 according to an embodiment. The
marine
vessel comprises a hull section 102 and a body section 104. The hull section
102 and body
section 104 are separated by stanchions 106, 108, 110 and 112. In some
embodiments there
may be a first bank of stanchions on the port side of the marine vessel 100,
and a
corresponding set of stanchions on the starboard side of the vessel (see
Figure 2). Therefore
in the embodiment of Figure 1, four stanchions on the port side are shown,
which in the view
of Figure 1 obscure another four stanchions on the starboard side, giving
eight stanchions in
total. It will of course be understood that a different number of stanchions
can be provided,
on either or both sides. Transverse and/or longitudinal spacing between
stanchions may also
differ between embodiments. In one embodiment a single stanchion may be
provided. In
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such an embodiment the single stanchion may be centrally located along the
hull section 102
and body section 104. This embodiment is schematically shown in Figure 13.
The water line is shown by dotted line 114. As shown in this embodiment, the
hull
section 102 can be completely submerged below the water line 114. For example
the hull
section 102 can be submerged to an extent that a top surface 116 of the hull
102 is a distance
x below the water line 114. The hull can be submerged to a depth such that the
hull is
positioned below the most turbulent areas of the water. This helps to maintain
the hull, and
consequently the stanchions and body section 104, in a relatively stable
manner, even in
rough seas. The water line 114 may be considered a nominal water line, in as
much as in
reality there will usually be waves or swell and the water line will not be
completely
horizontal. The "surface of the sea" is typically graded according to wave
height, i.e. from 0
to 9, and swell character from low to heavy. Typically sea state 5, rough, has
wave heights
from 2.5 to 4.0 metres. Sea state 7 may have wave heights in the region of 6
to 9 metres in
height. Sea states above this may have bigger waves again. In some embodiments
the vessels
may be graded as to which sea states they can operate in. For example only
larger vessels
may be allowed to operate in the higher sea states. For example the
determination of
whether the vessel can operate in certain sea states may be dependent upon a
height upon
which the main body (and optionally module ¨ see Figure 5) can be lifted above
the waves on
the stanchions. Referring back to Figure 1, in a condition of sea state 5
where the waves are
between 2.5 and 4 metres in height, then the sea may be considered reasonably
non-
turbulent at a depth of 3 metres below the nominal surface of the sea. In such
a case the hull
may be lowered in the water to a depth where x = 3m, by way of example.
The hull 102 may comprise one or more chambers into and out of which water can
be
selectively pumped to provide variable ballast. Such a chamber is shown
schematically at 109,
connected to pump 111. To this end the hull section 102 may be considered a
submarine
section. In some conditions the variable ballast can be varied to an extent
that the hull is
raised to a relatively high position in the water, so that the top surface 116
is just below, or
even above, the water line 114. This may be useful in shallow waters.
The marine vessel comprises propulsion means for driving or propelling the
marine
vessel through the water. In the embodiment of Figure 1 the propulsion means
is in the form
of a propeller 118 located on the hull section 102 at end 132 of the vessel.
The propeller can
be driven selectively in forward and reverse directions, to enable the marine
vessel to be
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selectively driven in forward and reverse directions. The propulsion means may
also be
selectively angled so as to steer the marine vessel 100. Although the
embodiment of Figure
1 shows the propulsion means in the form of a propeller, it will of course be
understood that
other forms of propulsion may be provided. For example the propulsion may be
additionally
or alternatively provided by one or more jets. Where a jet is used a deflector
plate, or nozzle,
may also be provided in conjunction with the jet so that the water from the
jet can be directed
which can impart a sideways movement to the marine vessel, effectively acting
like a rudder.
Additionally a mechanical "bucket" may be provided which drops over the water
jet and
promptly diverts the water jet forwards (or in a direction opposite to that of
the initial water
jet thrust), which effectively counteracts the forward motion of the vessel
and eventually
reverses the direction of motion of the vessel. In one embodiment the vessel
is provided with
a water jet at each longitudinal end of the vessel, which can act in
opposition with each other.
This allows the water jets to be selectively activated so as to selectively
drive the vessel in a
forward or reverse direction. Lloyds Register, various International Marine
Organisations have
set up requirements for new vessels such that they must show their ability to
'Return to Port'
in case of accident and provide duplication of as much equipment as possible.
In
embodiments where two reversible propulsion means are provided both can be
used
together to gain higher speeds whilst still being able to drive and brake
should one of them
completely fail. With directional nozzles fitted to both water jets
comprehensive
manoeuvrability can be obtained. For example the vessel can turn in its own
length or move
sideways parallel to a dock if necessary.
The propulsion means (e.g. the driving means 118) may be powered by an engine,
shown schematically at 115. In some embodiments the engine is a diesel engine.
The engine
may also power other aspects of the ship, for example the ship's electrical
system.
One or more hydroplanes may be provided on the vessel. For example Figure 1
schematically shows hydroplanes 120 and 122. These can guide the hull as it is
being driven
through the water. The direction can be up or down. In some embodiments the
angle of attack
of the hydroplanes 120 and 122 can be adjusted so that the hull can be
controlled and kept
horizontal. Of course, the opposite side of the hull to that shown in Figure 1
will also be
provided with an equivalent set of hydroplanes. By adjusting the hydroplanes
the depth of
the hull in the water can be trimmed as required. Therefore it may be
considered that the
hydroplanes effectively act like horizontal rudders guiding the hull. In
embodiments the
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hydroplanes are configured to automatically keep the hull horizontal in the
water.
The body section 104 may comprise one or more areas for holding people and/or
cargo. These areas may be substantially enclosed. The body section 104 may
comprise a
passenger area 124. The passenger area 124 may comprise one or more seating
areas, as well
as other amenities such as cafes, restaurants, cinemas etc. The body section
104 may also
comprise a bridge section 126 of the marine vessel 100. The bridge 126
comprises a room,
platform or area from which the marine vessel 100 can be commanded by the
ship's Captain
and crew. The body section can also comprise one or more further sections. For
example a
vehicle loading bay may be provided in the body section 104. Additionally or
alternatively one
or more cargo and/or luggage bays may be provided. The body section 104 may
also comprise
one or more outdoor areas, such as a viewing deck and/or one or more walkways.
In some
embodiments a length of the body section 104 is approximately the same as a
length of the
hull section 102. In some embodiments a breadth of the body section 104 is
approximately
the same as a breadth of the hull section 102.
In some embodiments, the marine vessel 100 may comprise a second bridge
section
128 at an opposite end of the body section 104 from the first bridge section
126. This means
that the marine vessel 100 can be driven in either direction, without having
to turn the ship
around in harbour. The crew can simply move from one bridge section to the
other
dependent upon which direction the ship is being driven. For example the
marine vessel 100
may be considered to have a first end 130 and a second end 132. The first and
second ends
130 and 132 can interchangeably act as the front (bow) and rear (stern) of the
marine vessel
100. That is both directions A and B may selectively be forward or reverse.
The marine vessel
100 may be substantially symmetrical about a centre line Y-Y of the marine
vessel 100. The
propulsion means 118 may provide for the motion in direction A and direction
B, for example
by being selectively rotated or driven in reverse or opposite directions.
Alternatively or
additionally a further propulsion means 134 (shown in phantom in Figure 1) may
be provided
at the first end 130 of the marine vessel, opposite the second end 132 where
the propulsion
means 118 is located. In such an embodiment the propulsion means 118 can be
driven to
drive the marine vessel 100 in the direction of arrow A, and the propulsion
means 134 can be
driven to drive the marine vessel 100 in the direction of arrow B.
Figure 2 shows the marine vessel 100 viewed from the first end 130 in the
direction of
arrow B. The marine vessel 100 comprises a first side 136 and a second side
138. The first
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and second sides 136 and 138 can interchangeably be considered port and
starboard sides
dependent upon a direction of travel, as previously discussed.
First and second rows or banks of stanchions are shown at 106 and 106'. The
two
banks of stanchions are separated by a distance C, which may be considered a
transverse
distance across the breadth of the vessel. The first bank of stanchions 106 is
provided on the
first side 136, and the second bank of stanchions 106' is provided on the
second side 138 of
the marine vessel 100. In embodiments where there is a single stanchion, or a
single bank of
stanchions, then such a stanchion or bank of stanchions may be centrally
located in the
breadth direction of the hull 102.
In the embodiments shown in Figures 1 and 2 the hull section 102 is of
generally
unitary construction (although of course may be made up of one or more
sections connected
together, for example by welding or riveting). Therefore as shown in Figure 2
the hull section
122 generally spans the entire width of the marine vessel 100.
The provision of a singular, wide hull is strong mechanically and therefore
can be of
light construction. The hull design can also carry relatively more dead weight
ballast thus
lowering the centre of gravity and improving the stability of the vessel. The
hull design also
provides a more stable platform i.e. a large flat surface area resulting in a
more stable ride
thus requiring less energy to control. The hull shape is also suitable for
applying super-
cavitation, in which air bubbles are emitted from the hull and attach
themselves to an outer
surface thereof. This allows the top and under surfaces of the hull to be
covered with a thin
film of air in use. This may improve the speed and efficiency of the vessel
when travelling. The
hull section may have a height h which is less than its width w. In some
embodiments the
height h is considerably less than the width w. For example the height h may
be approximately
a fifth of the width w. This slim design is hydrodynamically efficient.
In embodiments, the hull section 102 and body section 104 are movable relative
to
each other via the one or more stanchions. In some embodiments the body
section 104 can
be raised and lowered on the stanchions so as to move the body section 104
towards the hull
section 102, or away from the hull section 102. This enables the height of the
body section
104 above the water line 114 to be adjusted. In other embodiments the hull
section may
additionally or alternatively be movable on the stanchions to effect the
relative movement
between the hull and main body section.
This is shown for example in Figure 3. The main body portion 104 is shown in
solid
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lines at a first position or configuration where an underside 105 of the body
portion 104 is a
height h1 above the water line 114. This may be considered a fully extended
position or
configuration of the body portion 104, where the body portion 104 is at its
fully extended
position away from the hull section 102. The body portion 104 is also shown in
phantom in a
second position where the underside of the body portion 104 is a height H2
above the water
line 114. This may be considered a fully retracted position of the main body
portion 104,
where it is at a minimum distance from the hull section 102. Height h2 is less
than H1. The
body portion 104 can of course take any position between the fully extended
and fully
retracted positions. The fully retracted position may also be closer to the
hull 102 than shown
in phantom in Figure 3. In some embodiments, in the fully retracted position
the body portion
104 may be proximate to or flush with the hull section 104. In some
embodiments this
configuration may only be permitted when at least a top surface of the hull
104 is clear of the
water line. The retracted configuration can provide a compact overall outline
of the ship. This
may be useful in certain situations, for example when the vessel 100 needs to
pass under a
bridge.
Embodiments are not limited to any particular manner in which the main body
portion
and hull portion 102 can be moved relative to each other. For example movement
of the
body portion 104 can be effected by one or more electric, pneumatic or
hydraulic motors.
The power source for those motors may in some embodiment be the ship's main
power
source e.g. the diesel engine located in the hull portion 102. In one
embodiment a rack and
pinion system is used to effect movement between the body 104 and a hull 102.
In one such
embodiment, each stanchion comprises a rack portion, which correspond with one
or more
pinion wheels located on the body portion 104. The body portion 104 can
therefore lift and
lower itself on the stanchions via the rack and pinion system. Of course, in
another
embodiment the rack can be provided on the body portion 104, with the pinion
wheels on
the stanchions. Once the body portion 104 is at the desired height above the
hull 102, then it
can be securely maintained at this height. This may be by means of a locking
means or locking
system which locks the body portion 104 at the desired height once it has been
reached. An
automated fail-safe system may also be provided which ensures that the body
portion 104
cannot unexpectedly fall or slip on the stanchions. In some embodiments the
fail-safe system
comprises the locking means or locking system.
The body portion 104 can be raised and lowered to suit the given conditions.
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example, in harbour the body portion 104 may be set at its fully extended
state to give the
pilot a commanding view of the surroundings. In high crosswinds and/or on the
open seas
the body portion 104 may be lowered to reduce swaying of the marine vessel in
the wind and
to give a more aerodynamic outline. The height of the body portion above the
water line 114
may also be adjusted to account for wave heights. In embodiments the height of
the body
portion 104 can be adjusted on the move or "on-the-fly". The height of the
body portion 104
may also be adjusted to facilitate the attachment of attachable and detachable
modules. The
raising and lowering mechanism is generally referenced 107. This is discussed
further below.
According to some embodiments the body section 104 can pitch and/or roll
relative
to a longitudinal axis of the marine vessel 100. This pitching and/or rolling
motion can
counteract acceleration, deceleration, and side to side movements of the
vessel when in use.
This makes for a more comfortable experience for passengers in the passenger
area 124, as
well as preventing or reducing undesired movement of other items in the
passenger area or
bridge, such as furniture, cutlery etc. This is described in more detail in
Figures 7 to 10.
Figure 4 shows a marine vessel 100 as previously described adjacent to a port
or dock
140. Located on the dock 140 is a module 142. The module 142 is attachable to
and
detachable from the marine vessel 100. In embodiments, the module 142 is
attachable to
and detachable from an underside 105 of the body section 104.
In this embodiment the marine vessel 100 approaches the port in the direction
of
arrow A, collects the module 142, and then departs the port 140 in the
direction of arrow
B. In some embodiments, the module 142 comprises a vehicle carrying module.
Cars and/or
other vehicles can be driven into the container module 142 at port before the
marine vessel
100 arrives. When the vessel arrives it can then pick up the vehicle carrying
module 142
before beginning its journey. Therefore the time-consuming step of vehicle
loading can be
carried out whilst the ship is remote from the port. Once the module 142 is
securely attached
to the body section 104, passengers can alight their vehicles and move from
the module 142
to the passenger area 124 of the body section 104, via appropriately provided
stairways
and/or elevators.
In some embodiments, the port comprises an appropriate inlet area enabling the
marine vessel to drive over and substantially surround the container module
142 before
picking it up. The body section 104 can then be lowered onto the module 142 by
lowering
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the body portion 104 on the stanchions as previously discussed. Suitable
attachment means
are provided on the module 142 and the body section 104 for attachment.
Alternatively, the marine vessel can approach the port until the vessel is
proximate to
and longitudinally aligned with the module 142. The module can then be slid in
the direction
of arrow B onto suitable attachment means on the body portion 104, until the
module 142 is
securely attached to the underside of the body section 104.
In one embodiment the port 140 comprises a pontoon. The pontoon will be
approximately module sized, and will move up and down with the tide. In one
embodiment,
for a ferry sized marine vessel an approximate maximum vertical height between
the top
surface of the hull and the underside of the body will be at least ten metres.
A typical two-
storey module height would be in the region of 7 metres. A module 100 metres
long by 30
metres wide could carry possibly 50 articulated trucks weighing 44 tonnes each
maximum
load. A typical weight of the module including full cargo would be in the
region of 2500
tonnes. A pontoon 120 metres long by 30 metres wide and 1 metre deep could
have a
buoyancy capacity of at least 3,500 tonnes. This would be more than enough to
support the
module and its cargo. For pick-up the module could be loaded with cargo and
closed-up,
waiting on the pontoon to be picked up by a vessel.
In another embodiment, the same size of module could carry containers. The
module in this case may consist of a simple platform, no roof, no walls, but
locked to the
stanchions.
The containers (for example one hundred of them) could be arranged as ten
lanes of
five per lane stacked two high. All containers may have a twist lock
arrangement to secure
them to a flat bed and similarly lock to each other when stacked. Typically
shipping
containers come in several 'standard sizes'.
Some embodiments may utilise the most popular sizes, 20 feet and 40 feet
lengths. Widths and heights are the same for both. Therefore a 100 metre by 30
metre
container platform could carry three hundred and twenty (320) 20 feet
containers, stacked
two high, or one hundred and sixty (160) 40 feet containers, stacked two high.
Figure 5 shows the detachable module 142 securely attached to the marine
vessel
100, on the underside 105 of the body section 104.
A process of detaching the module 142 when arriving at or returning to port is
a
reverse of the process of attaching a module. For example, a marine vessel 100
comprising
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passengers in the passenger area 124 and vehicles in the detachable module 142
can arrive
at a first docking area of a port to drop off the detachable module 142. The
passengers will
of course be instructed to return to their vehicles in the detachable module
142 before the
detachable module is detached from the marine vessel 100. The marine vessel
100 can then
drive to a second dock at the port to pick up a new container module 142
containing pre-
loaded vehicles. The marine vessel 100 can then start a new voyage and so on.
Figure 6 is a view from the first end 130 of the vessel 100, with the
detachable module
142 attached in place on the underside 105 of the body portion 104. The
detachable module
142 is positioned above the water line 114. The detachable module 142 is in
this view
bounded by the stanchions, the hull 102 and the body section 104.
Although Figure 6 shows a marine vessel 100 with stanchions placed on either
side of
the body section 104 of the marine vessel, it can of course be appreciated
that modules can
be attached and detached similarly for a marine vessel having one or more
stanchions
positioned centrally along the hull section. A front view of a marine vessel
according to such
an embodiment is shown in Figure 13.
Figure 7 shows a marine vessel 100 travelling (or about to travel) in the
direction of
arrow A. A propulsive force or further propulsive force is provided by
propulsion means 118
to effect this movement. This causes acceleration of the marine vessel 100 in
the direction of
arrow A. Any loose items (including passengers) in the body section 104 will
tend to be "left
behind" during this accelerative movement, and these loose items will seem to
move relative
to the frame of reference of the marine vessel. In order to counteract this,
the body section
104 is caused to be tilted such that one end is lowered relative to the other.
In this example
end 126 is lowered relative to end 128. This can be achieved by lowering or
raising the body
portion 104 on respective stanchions.
Turning to Figure 8, the same principle can be used when the ship undergoes a
braking
or deceleration force. This is shown for example in Figure 8 where the marine
vessel 100 is
initially travelling in the direction of arrow A. Marine vessel 100 is then
subjected to a
deceleration force in the direction of arrow B. This braking force may for
example be the
result of reverse thrust from the propulsion means 118. This causes people or
items in the
passenger area 104 to experience a force in the direction of arrow B. To
counteract the effects
of this force, the body section 104 is tilted such that the end 126 is raised
relative to end 128.
This can again be achieved by raising/lowering the different portions of the
body portion 104
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on the respective stanchions.
Figures 9 and 10 show this principle applied to side to side movements of the
marine
vessel 100. In Figure 9 the marine vessel has experienced a side force in the
direction of arrow
E. This could for example be due to the vessel turning or a cross wind. This
causes people
and items in the body section 104 to experience a force in the direction of
arrow D. In order
to counter this, the side 138 of the body portion 104 is raised relative to
side 136.
The reverse of this is shown in Figure 10 where the marine vessel 100
experiences a
side force in the direction of arrow D. This causes passengers and items in
the body section
104 to experience a force in the direction of arrow E. In order to counter
this the side 138 of
the vessel 100 is lowered relative to side 136.
It will be understood that the body section 104 can tilt in more than one
direction
simultaneously. For example, the body section can pitch in one of the
directions of Figures 7
and 8 at the same time as rolling in a direction as shown in one of Figures 9
and 10. This may
occur when the marine vessel experiences multiple forces simultaneously.
In order to facilitate the tilting of the body section 104 on the stanchions,
the
connections between the stanchions and the body portion 104 (and/or the hull
102) may
comprise one or more articulated joints to enable this movement.
Although the detachable module 142 is not shown in Figures 7 to 10, it will be
understood that the body section 104 can be tilted as described in Figures 7
to 10 whilst the
module 142 is attached. This also helps to counteract movement of items in the
detachable
module (such as vehicles) when forces such as acceleration and deceleration
are applied.
It will be understood that the angle to which the body section 104 is tilted
in Figures
7 to 10 may be dependent upon a size of the detected force. For example a
small force may
result in a relatively small tilt angle, whereas a larger force may result in
a larger tilt angle. It
will also be understood that the tilt angles may be greater or less than those
shown in Figures
7 to 10. By way of example, if the marine vessel accelerated to 40 knots from
a standing start
in 20 seconds that would be approximately 0.1g. To balance this horizontal
acceleration the
marine vessel would tilt by approximately 6 degrees to the horizontal.
Similarly if a marine
vessel of length 100 metres (by way of example) brakes to a halt in twice its
own length that
would be a deceleration of 1 metre per second per second, again requiring a
tilt of 6 degrees.
This is equivalent to a slope of approximately 1 in 10.
Some embodiments of the invention provide a marine vessel separated into three
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sections. Thus the marine vessel may be considered modular.
The first section is a hull section. The hull section may comprise one or more
of: an
engine room, ballast tanks, trim tanks, fuel tanks, fresh water tanks,
propulsion means,
steering means, engines, generators and batteries.
The second section is a body section. The body section may comprise one or
more of:
a navigation bridge, controls, crew's quarters, navigation equipment,
lightweight
transportable items such as passengers or mail, passenger's accommodation and
comfort
rooms. The second section may be attached to the first section via one or more
stanchions,
as previously described.
The third section is a module section. The module section may comprise cargo.
The
module section may be used to store heavy transportable items such as vehicles
and/or
containers. The modules can be attached to and removed from the vessel for
transport.
Embodiments of the invention connect these three sections together via
mechanisms
to achieve greater versatility, capability and utility as well as increased
reliability and safety.
The three sections can be connected together by one or more adjustable
stanchions.
In some embodiments of the invention, the hull section of the marine vessel
may be
wide in relation to the body section of the marine vessel. For example, the
hull section may
be wider than the body section. For example, the hull section may be twice as
wide as the
body section. A marine vessel 300 according to such an embodiment is shown in
Figure 11.
Figure 11 shows a front view of this embodiment. The marine vessel 300
comprises a hull
section 302 connected to a body section 304 via stanchions 306 and 307. As
Figure 11 is a
front view, it should be appreciated that further stanchions may be positioned
behind
stanchions 306 or 307. Alternatively, there may be no further stanchions
positioned behind
stanchions 306 and 307, so that stanchions 306 and 307 are the only stanchions
of the marine
vessel. The water line is shown by the dotted line 314. The width of the hull
section 302 is
shown schematically as wi. The height of the hull section 302 is shown
schematically as h.
The width of the body section is shown schematically as w2. In some
embodiments, the ratio
of the length of the hull section 302 of the marine vessel 300 to the width,
wi, of the hull
section 302 may be less than 4:1. For example, the ratio of the length of the
marine vessel
300 to the width, wi, of the hull section 302 may be 2:1.
By providing a wide hull section 302, the stability of the hull section 302 as
a platform
for the body section 304 is increased, and rocking and heaving motions of the
marine vessel
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300 in use may be reduced.
In some embodiments of the invention where there is a need for the body
section 304
to be higher, a wider hull section 302 can be provided.
In some embodiments, the length to height ratio of the hull section 302 is
more than
8:1. By having a relatively thin hull section 302, drag is reduced, as there
is a reduced surface
area at the front of the hull section 302 in contact with the water as the
marine vessel is
propelled forward. The thin shape of the hull section 302 therefore enables
the marine vessel
to travel at higher speeds than would be possible with a thick hull section.
The thin shape of
the hull section 302 is hydrodynamically efficient.
In some embodiments, the hull section 302 of the marine vessel 300 may be
considered or termed a "submarine". The hull section 302 may be a complete
submarine with
no crew.
In some embodiments, the body section 304 may be considered or termed a
superstructure. The body section 304 may comprise controls for operating the
marine vessel
300. The controls may be operable to control the submarine or hull section
302.
In some embodiments, the hull section 302 can be rectangular in plan view.
In some embodiments, one or more stanchions may be centrally positioned along
the
hull section and body section. Such an embodiment is shown in Figure 12.
Figure 12 shows
a front view of this embodiment. As Figure 12 is a front view, it should be
appreciated that
further stanchions may be positioned behind stanchion 306. The one or more
stanchions 306
are positioned centrally along the hull section 302. Alternatively, there may
be no further
stanchions positioned behind stanchion 306 so that stanchion 306 is the only
stanchion of the
marine vessel. In some embodiments, detachable modules can be attached to the
marine
vessel as described above in relation to Figures 3, 4, 5 and 6.
Referring now to Figure 13, two detachable modules 342 and 344 are attached
either
side of the central stanchion 306 using a similar method to that described
above in relation
to Figures 4, 5 and 6. Although two detachable modules are shown in Figure 13,
any suitable
number of detachable modules can be attached. Furthermore, if the marine
vessel is loaded
unevenly, for example with more weight or more detachable modules on either
the port or
starboard side of the marine vessel, sensors can be used to detect this
imbalance to control
a mechanism to balance the marine vessel. Such mechanisms are described in
detail later in
this description.
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The marine vessel 300 is arranged to have built in positive buoyancy. As the
marine
vessel is loaded, its displacement may increase as it sinks lower into the
water. At the marine
vessel's maximum displacement, where it is not to sink any lower, the marine
vessel still has
a positive buoyancy, so that it will not completely sink.
Figures 14(a) to 14(d) show preparation of a marine vessel 300 for voyage,
according
to an embodiment.
Figure 14 a) shows a side view of marine vessel 300. The marine vessel 300 has
a built
in positive buoyancy. The hull section 302 comprises one or more ballast tanks
and one or
more trim tanks situated around the hull section 302. The ballast tanks and
trim tanks can be
operated to prevent the marine vessel floating unevenly. If one side of the
marine vessel is
lower than the other, the buoyancy on the low side is increased by using the
trim tanks and
ballast tanks to bring the hull section 302 level by displacing sea water with
air. The marine
vessel 300 can therefore be kept level using the ballast and trim tanks. This
can be performed
when the marine vessel 300 is static.
The ballast tanks may be made of neoprene or butyl rubber. The ballast tanks
may be
bags. The ballast may be sea water.
The trim tanks may be made of neoprene or butyl rubber. The trim tanks may be
bags.
Figure 14 b) shows a side view of the marine vessel 300 of Figure 14 a), where
the
marine vessel 300 has been loaded with detachable module 342. Loading of the
marine vessel
300, for example with passengers in the body section and/or with cargo in the
module section,
may cause the marine vessel 300 to be inclined to float "lopsided" so that one
side is lower
than the other. The marine vessel 300 may also be inclined to float with one
corner down,
where one corner of the marine vessel is lower than the others. To prevent the
marine vessel
300 floating unevenly, the ballast and trim tanks can be used to bring the
hull section 302
level by displacing sea water with air at one or more suitable areas of the
hull section 302.
The marine vessel 300 can therefore be kept statically level using the ballast
and trim tanks
during the loading stage.
The ballast tanks and trim tanks can be used to balance the marine vessel 300
before
it starts a journey. The ballast and trim tanks can be used to balance the
marine vessel 300
when it is in port.
In some embodiments, when the marine vessel 300 is fully loaded, the top
surface of
the hull section 302 can be level with the sea level 314 so that the top
surface of the hull
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section 302 is "awash". The marine vessel 300 can then be driven down to its
operating
depth, d, using vertically mounted thrusters 360a, 360b.
Figure 14 c) shows a side view of marine vessel 300, where the marine vessel
300 is
driven down to its operating depth, d, using vertically mounted thrusters 360a
and 360b.
Vertically mounted thrusters can be positioned in corners of the hull section.
When the hull
section is rectangular or similar in plan view, there can be four vertically
mounted thrusters,
with one situated in each corner. For example, vertically mounted thrusters
may be mounted
with one at the port bow of the hull section, one at the port stern of the
hull section, one at
the starboard bow of the hull section and one at the starboard stern on the
hull section, each
equidistant from the centre of gravity of the hull section.
In some embodiments the vertically mounted thrusters will be located in the
thickness
of the hull section. When the marine vessel is propelled using propulsion
means 304, the
vertically mounted thrusters may be turned off, as discussed below. Covers may
then slide
across any inlets and outlets of the vertically mounted thrusters. In some
embodiments, this
ensures that uninterrupted surfaces of the hull section are maintained for
continuous air film
emission, which is discussed further below.
The vertically mounted thrusters can be operated to keep the marine vessel
level as it
is driven down to its operating depth. For example, if a first side of the
marine vessel 300 is
higher than a second side, the vertically mounted thrusters on the first side
can be operated
with more thrust to balance out the marine vessel, so that the marine vessel
is driven down
to its operating depth evenly at a horizontal attitude. When the marine vessel
300 has been
driven down to its operating depth, d, the marine vessel 300 can be held at
the operating
depth using the vertically mounted thrusters. The marine vessel can be
maintained at a
horizontal attitude using the vertically mounted thrusters.
Figure 14 d) shows a side view of marine vessel 300, where the marine vessel
300 is
propelled in a first direction using propulsion means 318. As the marine
vessel 300 moves in
a first direction, one or more of ailerons 320a and 320b, one or more front
elevators 324 and
one or more rear elevators 322 can be operated to keep the hull section 320
level. The
ailerons and elevators can be used to keep the hull section 302 at its
operating depth when
the marine vessel is moving. The vertically mounted thrusters 360a and 360b
can therefore
be turned off when the marine vessel 300 is moving.
If at any time marine vessel 300 becomes stationary at sea, the vertical
thrusters can
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come into operation and maintain the marine vessel at its operating depth.
The marine vessel 300 may comprise one or more propulsion means 318. In some
embodiments of the invention, the one or more propulsion means 318 are water
jets.
Elevators 322 and 324 are movable control surfaces for controlling the pitch
of the
hull section. Ailerons are movable control surfaces for controlling the roll
or tilt of the hull
section 302. Elevators and ailerons can be provided on hinges in some
embodiments. The
one or more ailerons and one or more elevators may operate independently or
synchronously.
Referring now to Figure 15, the hull section 302 may comprise fuel tanks 382
and/or
fresh water tanks 384. The fuel tanks 382 and/or fresh water tanks 384 may be
provided as
bags. The fuel tanks 382 and/or fresh water tanks 384 may be made of neoprene
or butyl
rubber.
In order to compensate for the changing amount of fuel and/or fresh water as
they
are used up by the marine vessel 300, in some embodiments of the invention,
the marine
vessel 300 comprises a displacement control system 380. The displacement
control system
can ensure that the hull section 302 remains level despite the unbalancing
effects of fuel
and/or fresh water usage. The displacement control system 380 can control
accurate
volumetric replacement of the fuel and/or fresh water with sea water and/or
air when the
fuel and/or fresh water is used, by a balanced replacement with air into or
out of the trim
tanks 388 or sea water into or out of the ballast tanks 386. The trim tanks
388 and ballast
tanks 386 are disposed so as to correct any tendency of the hull section to
tilt. Ballast tanks
386 can be charged with sea water from the sea and discharged back to the sea.
Trim tanks
388 can be charged with air from a compressed air tank and discharged to the
sea.
By keeping the hull section 302 level, this minimises loading effects on
ailerons and
elevators of the marine vessel 300.
By maintaining the hull section 302 at its operating depth, d, this can
minimise loading
effects on ailerons and elevators of the marine vessel 300.
The sealed volume of the engine room can be used as a fixed volume storage
tank for
air at a useful pressure, for example at 2 to 4 bar (30 to 60 psi). The engine
room (compressed
air tank) can be kept topped up automatically with air drawn from the
atmosphere via air
ducts in one or more stanchions 306, 307 of the marine vessel 300. This air
can be supplied
to the one or more trim tanks 388 as necessary.
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In some embodiments, the marine vessel 300 can comprise sensors to measure the
depth of the hull section 302 below the sea level 314. Sensors may be used to
measure the
depth of certain areas of the hull section. These sensors may comprise
pressure sensors.
These sensors may be situated in the hull section 302. Measurements from these
sensors can
be used by computer apparatus 400 as described with respect to Figure 20.
Using these
measurements, the computer apparatus can control one or more of the one or
more of: the
ailerons 320a, 320b, the one or more rear elevators 322 and the one or more
front elevators
324, to control the pitch and/or roll of the hull section 302 when the marine
vessel 300 is
moving. Measurements from these sensors may be used to control vertical
thrusters 360a
and 360b. The displacement control system 380 can be controlled based on
measurements
from these sensors.
In some embodiments, the marine vessel 300 may comprise sensors for measuring
the pitch and/or roll of the hull section 302. These sensors may comprise
accelerometers
and/or gyroscopes. These sensors can be situated in the hull section 302.
Measurements
from these sensors can be used by computer apparatus 400 as described with
respect to
Figure 20. Using these measurements, the computer apparatus can control one or
more of
the: ailerons 320, rear elevator 322 and front elevator 324, to control the
pitch and/or roll of
the hull section 302. Measurements from these sensors may also be used to
control vertical
thrusters 360a and 360b. The displacement control system 380 can be controlled
based on
these measurements.
In some embodiments, the hull section 302 further comprises continuous air
film
emission (CAFE) slots 346 and 348, as shown in Figures 16 and 17. These slots
are positioned
across the front of the hull section, from port to starboard. The slots may
span the entire
breadth, or beam, of the hull section 302, or may instead span only part of
the breadth of the
hull section. From these slots 346 and 348, air can be emitted which can form
a continuous
air film 350 surrounding the top and/or under surfaces of the hull section
302. By separating
these two surfaces of the hull section 302 from the water, drag can be
significantly reduced.
Figure 16 shows a side view of an embodiment of the marine vessel having
stanchions
306, 308, 310 and 312.
The continuous air film 350 may use the Coanda effect, which causes a film of
high
pressure air to stick to an adjacent surface. The air that is emitted from the
continuous air
film emission slots 346 and 348 may be any suitable mixture of gases. For
example, exhaust
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gases from engines of the marine vessel may be used. To this end suitable
piping may be
provided to transfer exhaust air to the slots.
In some embodiments, walls 352 and 354 are supplied on the port and starboard
sides
of the hull section 302. This is shown in Figure 17. These walls can be used
to contain the
continuous air film surrounding the top and under surfaces of the hull section
302. In some
embodiments, one or more of the propulsion means 318, elevators 322 and
ailerons 320 are
supplied on the outside of these walls, allowing them to operate outside of
the continuous
air film.
In some embodiments, the side profile of the hull section 302 may have an
aerofoil
shape. This is shown in a side view of the hull section 302 in Figure 18. The
aerofoil shape
may be defined according to National Advisory Committee for Aeronautics (NACA)
standards.
The NACA 00xx sections provide shapes that advantageously can travel smoothly
through
fluid. In Figure 18, the NACA 0012 aerofoil is shown, however different
aerofoils may be used
in different embodiments of the marine vessel. On a large ship, for example a
cross channel
ferry, the NACA 0005 may be more suitable. The aerofoil shape is
hydronamically efficient.
In some embodiments, the aerofoil may be symmetrical, giving neither positive
nor
negative lift to the hull section 302.
In some embodiments, across the bow of the hull section 302, the front of the
hull
section 302 is tapered so that the front of the hull section 302 is very thin.
From the front of
the hull section 302 a blade may project. The blade may be considered or
termed as a "knife
edge". In embodiments of the invention which use continuous air film emission,
this blade
ensures a separation of the upper and lower air films.
In some embodiments, the marine vessel 300 may be propelled by wind acting on
sails. Figure 19 shows a front view of a marine vessel powered by wind acting
on sails 372,
which are supported by masts 374. A crew deck 370 is provided spanning the
width between
the two masts 374. In some embodiments, the wind-powered marine vessel may
also be
propelled by propulsion means as described above.
The hull section 302 may have a retractable undercarriage, so that a trailer
is not
needed when transporting the marine vessel 300 on land. In some embodiments,
as the
marine vessel 300 rises to the surface (sea level), it may partially lower its
body section. As
the marine vessel 300 approaches, for example, a slipway, it can lower and
lock its
undercarriage. The undercarriage may be powered. For example, the
undercarriage may be
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electrically powered. In some embodiments, as the undercarriage touches a
slipway it can
power itself up the slipway out of the water.
In some embodiments, when the marine vessel 300 is on land, the marine vessel
300
may be placed such that the body section 304 can lower itself onto a framework
and lock
itself in place. The framework may be substantially metal. In some embodiments
of the
marine vessel 300, a person or a team of people can disconnect the stanchions
from the hull
section 302 when the body section 304 is locked in place on the framework. The
body section
304 could then lift the stanchions clear of the hull section 302 allowing the
hull section 302
to be driven forward and away for maintenance and de-fouling in a suitable
environment.
Subsequently, a reconditioned hull section 302 can be fitted in place before
the marine vessel
300 returns to the water.
In some embodiments, the marine vessel 300 may be manoeuvred into place so
that
the body section 304 can lower itself onto a framework using a powered
undercarriage.
Marine vessel 100 may comprise any of the features of marine vessel 300.
Marine
vessel 300 may comprise any of the features of marine vessel 100.
Computer apparatus 400 may be provided to provide or enable various
functionalities
of the marine vessel 300 or the marine vessel 100. An example of such computer
apparatus
is shown in Figure 20. The computer apparatus 400 comprises at least one
memory 402 and
at least one processor 404. Together, the memory and processor can carry out
one or more
computer aided tasks. The memory 402 may have loaded thereon one or more
computer
programs enabling those tasks. The computer hardware is operable to control
one or more
aspects of the marine vessel. For example the computer apparatus may control
the
propulsion means 318 and/or propulsion means 118 and 134. The computer
hardware may
also control the raising and lowering mechanism 107, and accordingly the
computer hardware
may control the tilting of the main body portion as described in Figures 7 to
10. The computer
apparatus 400 can also receive feedback. For example the computer apparatus
400 may
receive information from the propulsion means, for example information of
their current
power output. The computer apparatus 400 may also receive information from the
raising
and lowering mechanism 107, for example information of an extent of raising,
lowering
and/or tilting. The computer apparatus 400 may also be in communication with
one or more
sensors 406. These sensors may provide further information to the computer
hardware such
as direction of travel of the marine vessel, speed of travel, depth of the
hull, weather
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conditions including wave height, wind speed etc. The sensors may comprise one
or more of:
an accelerometer, a gyroscope, a global positioning system and a pressure
sensor.
In some embodiments of the invention, the sensors can supply measurements
indicating the pitch of the hull section 302. In some embodiments of the
invention, the
sensors can supply measurements indicating the roll of the hull section 302.
In some
embodiments of the invention, the sensors can supply measurements indicating
the depth of
the hull section 302.
The computer apparatus 400 can also control the displacement control system
380
based on measurements from sensors 406.
The computer apparatus 400 is also connected to or comprises a display 408 for
displaying information. This information may be displayed to staff on the
bridge, such as the
captain. Input means 410 is also provided which enables one or more inputs to
be provided
to the computer apparatus 400. For example the input means may comprise a
steering wheel,
joystick, keyboard etc. enabling crew on the bridge to control the marine
vessel 300. The
computer apparatus 400 receives these inputs, processes them and provides the
necessary
outputs to the various mechanisms such as the propulsion means and the raising
and lowering
mechanism.
The computer apparatus 400 may also enable a degree of automation, or even
full
automation, of the marine vessel. For example the pilot may be able to program
in a
destination for the vessel, using which the computer apparatus can plot a
course for the
marine vessel to follow. The computer apparatus 400 may also act to maintain
the hull in a
generally horizontal position to maintain stability of the marine vessel 300.
It may do this for
example by controlling the control surfaces (e.g. ailerons and elevators) and
receiving
feedback therefrom as part of a control loop. This automatic control can be
based on
measurements from gyroscopes and accelerometers indicating the pitch and/or
roll of the
hull section 302. In some embodiments there is no manual override with respect
to the
aspects of maintaining the hull in a level orientation.
In some embodiments, the computer apparatus can automatically control the
vertical
thrusters 360 to keep the hull section 302 at its desired operating depth.
This automatic
control can be based on measurements from pressure sensors. This may be
performed when
the marine vessel is stationary.
In some embodiments, the computer apparatus can automatically control the
vertical
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thrusters 360 to keep the hull section 302 level. This automatic control can
be based on
measurements from gyroscopes and accelerometers indicating the pitch and/or
roll of the
hull section 302. This may be performed when the marine vessel is stationary.
In some embodiments, the marine vessel 300 can comprise solar panels and/or
wind
turbines. For example, in an embodiment of the marine vessel where the marine
vessel is a
cross channel ferry having a length of, say, 100 metres and a beam 50 metres
wide, solar
panels could charge batteries with 5000 kilowatt hours of energy per day, on
average. The
computer apparatus 400 can be powered using solar panels and/or wind turbines.
In some embodiments, the marine vessel 300 may comprise collision avoidance
devices, such as sonar equipment.
In some embodiments the various elements of the vessel are easily detachable
from
each other. For example the hull, main body portion and stanchions can all be
detached from
each other for maintenance. For example the hull and/or stanchions can be
removed for de-
fouling and regular maintenance. The main body can then be attached to a
reconditioned hull.
A typical out-of-service time may be in the region of 24 hours. Damaged items,
the hull,
stanchions, propulsion elements, depth keeping units (e.g. ballast,
hydroplanes etc) could be
dealt with in the same way, in order to reduce the amount of out-of-service
time of the main
body and modules to a minimum.
It will of course be understood that the embodiments described are by way of
example
only and are not intended to limit the scope of the invention. The term
"marine vessel" does
not place any limitations on the size or application of the vessel. For
example the marine
vessel may be a cruise ship, cross-channel ferry, fishing boat etc. The marine
vessel may be
provided at different scales. The marine vessel could be used as a super yacht
or oil tanker.
The marine vessel may be used in seas, lakes, rivers etc. The marine vessel
may also be in the
form of a toy, for example a remote controlled boat. The Figures are schematic
in nature and
not necessarily drawn to scale. It will be further understood that aspects of
the described
embodiments can be combined in any way.
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