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EP3604110B1 - Système et procédé de positionnement de garde-boue à complexité réduite - Google Patents

Système et procédé de positionnement de garde-boue à complexité réduite Download PDF

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Publication number
EP3604110B1
EP3604110B1 EP19020447.9A EP19020447A EP3604110B1 EP 3604110 B1 EP3604110 B1 EP 3604110B1 EP 19020447 A EP19020447 A EP 19020447A EP 3604110 B1 EP3604110 B1 EP 3604110B1
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EP
European Patent Office
Prior art keywords
fender
boat
line
motor
boat fender
Prior art date
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EP19020447.9A
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German (de)
English (en)
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EP3604110A1 (fr
Inventor
Shmuel Sam ARDITI
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Individual
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Individual
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Priority claimed from US16/114,203 external-priority patent/US11072402B2/en
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Publication of EP3604110A1 publication Critical patent/EP3604110A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
    • B63B59/02—Fenders integral with waterborne vessels or specially adapted therefor, e.g. fenders forming part of the hull or incorporated in the hull; Rubbing-strakes

Definitions

  • the disclosure relates to the field of boating, and more particularly to the field of deploying and retrieving boat fenders for use in docking a boat.
  • fenders are located on the outer edge of the boat, manual deployment of fenders may involve some risk. Boaters may need to lean over the railing to deploy the fenders. A primary risk of personal injury is from slip and fall accidents including falling onto the deck, falling into the water, falling onto a dock, slipping on the boat hull, or falling between the boat and the dock.
  • JP S53 99798 U teaches of a boat fender system for mounting upon a motorized boat or sail boat having a hull, the boat tenders system comprising at least one boat fender; a line and a motor mountable to an attachment structure, configured to reel in a line by means of a guiding tube.
  • the inventor has conceived and reduced to practice, a fender positioning system, and method therefor, that enables a boat operator to safely and conveniently deploy and retract boat fenders when needed at reduced cost.
  • a boat fender system is disclosed in accordance with claim 1.
  • a method for positioning fenders comprising the steps of: mounting a motor to an attachment point on a boat, the motor having a motor shaft configured to reel in a line; connecting a first end of a line to the motor shaft directly or through attachments affixed to the motor, running an intermediate portion of the line through one or more openings in a boat fender or through one or more attachments affixed to the boat fender, and attaching a second end of the line to an attachment point on the boat; and operating the motor in a first direction, causing the boat fender to be raised by sliding along the line.
  • a boat being a motorized boat or sail boat having a hull and comprising a boat tender system according to the invention.
  • a system for positioning boat fenders comprising: one or more motors, each mounted to an attachment point on a boat, each having a motor shaft with one more spools attached to the shaft, the spools configured to reel in or let out a line; a line, having a first end connected to a first spool of a first motor of the one or more motors, an intermediate portion of the line running through one or more openings in a boat fender or through one or more attachments affixed to the boat fender, and a second end of the line being attached either to a second spool on the first motor or to a first spool on a second motor; and wherein operation of the one or more motors causes the boat fender to be raised and lowered by sliding along the line.
  • system and method further comprises a release mechanism which, when operated, causes the line to be let out and the boat fender lowered by gravity.
  • the motor is a reversible motor and wherein the operation of the motor in the reverse direction causes the line to be let out, causing the boat fender to be lowered by sliding along the line.
  • the opening in the fender through which the line runs is a longitudinal opening running the length of the boat fender.
  • the intermediate portion of the line runs through a plurality of openings in the boat fender or through a plurality of attachments affixed to the boat fender.
  • the system and method further comprises a safety release added to the line, wherein if the force on the line is higher than a preset value, the safety release disconnects the line.
  • the system and method further comprises a controller configured to perform one or more actions from the following list: receive commands from a computing device, and control the motor in accordance with the commands; and detect changes in motor current, and change the motor's operation if an overcurrent or change in current state is detected by either slowing the motor, stopping the motor, or reversing the direction of the motor.
  • the controller is configured to allow a user to select a deployment height, and the system deploys to the selected height when activated.
  • the inventor has conceived, and reduced to practice, a reduced-complexity fender positioning system that enables a boat operator to safely and conveniently deploy boat fenders when needed at reduced cost.
  • Devices that are in connection with each other need not be continuously connected with each other, unless expressly specified otherwise.
  • devices that are in connection with each other may connect directly or indirectly through one or more intermediaries, logical or physical.
  • steps may be performed simultaneously despite being described or implied as occurring sequentially (e.g., because one step is described after the other step).
  • the illustration of a process by its depiction in a drawing does not imply that the illustrated process is exclusive of other variations and modifications thereto, does not imply that the illustrated process or any of its steps are necessary to one or more of the invention(s), and does not imply that the illustrated process is preferred.
  • steps are generally described once per embodiment, but this does not mean they must occur once, or that they may only occur once each time a process, method, or algorithm is carried out or executed. Some steps may be omitted in some embodiments or some occurrences, or some steps may be executed more than once in a given embodiment or occurrence.
  • the system uses a lift and deploy system for fenders, with retention devices providing secure stowage for fenders when not in use.
  • an application on a mobile device may remind the crew to lower the fenders when approaching a dock and possibly, based on previous dockings, a reminder for a mark on the line where to cleat or fast cleat the line, so the fender has the appropriate height for that dock.
  • the application may provide a reminder or in other cases the application may actually perform the fender deployment or retrieval operation (as the retention devices are motorized in those cases). In most cases the fender is positioned at the same height while docking, but in some situations different heights may be necessary.
  • a retention device for stowing a fender can be used as is known, that is sometimes attached to a part of a vessel or boat, and the retention device has an opening for threading through a line (in some cases with a pulley), the line attached to a fender, the line operable by a user to pull up the fender into the retention device through a second opening at the bottom of the retention device.
  • the retention device has at least one moveable, hinged section, the section formed in such a manner, that when pulling up the fender to the top, the movable section is clamping in on the fender and securing it.
  • the retention device and the moveable section can be made of a rigid material such as a metal, suitable for marine use.
  • a majority of the parts are made from a soft plastic material suitable for molding.
  • the parts of the retention device are made of a combination of rigid metal parts and soft plastic materials.
  • a fast cleat is provided to secure the line in at least two positions, one of which has the fender full retracted and at least one other having the fender deployed, and wherein the fast cleat may be mounted in an easy to reach location on the vessel.
  • an application for use on smart phone can be provided, and the application has access to a third party map system. The application has also access to the GPS system of the smartphone.
  • the application When approaching a docking site the application can be used by a user to add locations used by the vessel for landing, and the user can enter a mark representing the height of the fenders deployed. In some cases, the application will display and or make heard a reminder to deploy at least one fender, and that display will include the previously stored height mark for deploying the fender.
  • the retention device for stowing a fender will have a cleat or auto cleat to allow the line to be secured at any position. In some of these cases the cleat is attached to or near the retention device. Furthermore, in some cases the cleat can be released with a controlled jerking of the line. In some cases the line may be routed inside the retention device and exit from the same opening as the fender.
  • the system and method disclosed herein uses wired or wireless communication, such as, for example, Bluetooth, to control motorized deployment and retraction of boat fenders.
  • the mechanism can be powered by solar or the boat DC.
  • a system may comprise a retention device for lowering one or multiple boat fenders, with the fender attached to a line that is coupled to a winch that is coupled to a motor, with the motor controlled by a controller that may be activated via wireless control signals.
  • Power for the motor may be drawn from a battery, which may be the onboard power supply or, alternatively, may be separately charged from a solar panel.
  • each retention device may have an individual controller, battery, and solar panel, not requiring any wiring between the units.
  • the system and its methods enable these fenders to be controlled from a mobile computing device, such as a smartphone or tablet, both of which should be considered equivalent for all purposes here. Additionally, in some cases, based on repeated visits, the fenders can deploy automatically based on the GPS location of the boat and the fact that its trajectory leads the boat to a landing slip, berth, dock etc.
  • a smartphone with an app may be used to control one or more of the retention device controllers and a multitude of motorized retention devices.
  • the app can also control retention devices based on previous programming, without requiring user interaction, and, additionally, based on distance to a landing site derived from GPS data and map data, can prompt the user for an action and can memorize that action for future use.
  • This app may include a dedicated control panel to wirelessly control one or more controllers of retention devices, using Bluetooth or Wi-Fi etc. as a wireless protocol.
  • an onboard navigation system or some other computerized boat system may be upgraded or extended to add the control functionality. This could be done via wired or wireless control of motorized buckets. For purposes, here, they all should be considered equivalent and a may have a GPS enabled computing device.
  • a retention device type tube could be integrated into the hull of a boat, similar to a torpedo tube and with or without an outer door protecting the fender when not in use. It may be designed outside the displacement section of the boat hull, thus eliminating complicated locks on the inside, and additionally not requiring waterproofing of the interfaces. For purposes herein, it would be considered essentially equivalent.
  • each retention device may be mounted with one or more hinges so the retention device can swing out from the boat's outline, for easy deployment of a fender.
  • each retention device may be controlled for the swing-out with a lever attached to the boat and used to initiate and stop or reverse the swing-out action of the retention device. This lever may be a hinged arm and may be operated manually or by a motor.
  • the retention device may be mounted substantially within the boat's outline and angled so the fender may be lowered through an opening in the railing over the edge of the boat's board.
  • the retention device in such cases, may also have an additional slide extension at the bottom opening to extension guide the fender over the edge of the boat.
  • the retention device may, in such cases, extend out through an opening in the railing to facilitate easier deployment of the fender, which deployment may be accomplished either manually or with the help of a motor, and the swing-out may be achieved with the help of an additional motor.
  • the winch may feed the unused line into a small retention device or storage compartment that will hold the unused section.
  • a spool maybe used to wind on and store unused sections.
  • chains made of metal and or plastic material may be used, and the winch may have matching grooves that grab or engage with the chain links.
  • the retention device for lowering fenders has a moveable bar across the opening; this bar, which can move along the cylindrical axis of the retention device and is pulled up alongside the fender into the retention device, has a small opening for guiding the line, as well as additional openings or features for guiding itself up and down the retention device.
  • an external force can make the retention device swing back into the hull line, counteracting at least a spring, connected to the hinge, that moves the retention device outside the hull line for normal operations.
  • the line may be coupled to a motor-driven winch, with the motor controlled by wired or wireless signals.
  • the system upon retracting the fender, the system shuts off the motor if an over-current arises due to a tangle in the line or a catch of the fender below the retention device. Upon such a shutdown of the motor, the system engages in a limited number of small reversals in an attempt to detangle the line and/or the fender and achieve a full retraction. Additionally, a camera and visual recognition software may be used to detect a tangle or other problem with the line or the fender, in addition to the current sensing.
  • the motor shuts off if a disturbance in the retraction motion is recognized by the visual recognition software due to a tangle in the line or a catch of the fender below the retention device.
  • the system engages in a limited number of small reversals to attempt to detangle the line and or the fender and achieve a full retraction.
  • the current control may be used to aid the detangling control of the reversal of the line motion in addition to the camera.
  • a user may be notified of the problem, and of the fact that a fender has not been fully retracted, thus alerting the user to a possible need for manual intervention.
  • a system for lifting and deploying a boat fender an open channel is used for passing through a rope or line.
  • the line is attached at one end to a fixed location of the boat (for example the railing), the other end of the line connected to a motor unit (for example also attached to the railing).
  • That motor is operable to pull up the fender into top resting position, where upon while retracting the fender, the motor is configured to detect changes in current, and is configured to change its operation if an overcurrent or change in current state is detected.
  • the overcurrent state detection is based at least in part on a configured current limit.
  • the overcurrent or change in current state is caused by a tangle in the line.
  • the system upon the current change detection, attempts to achieve a full retraction to the rest position by reversals of line movement.
  • a camera with visual recognition software is used instead of or in addition to current sensing.
  • an alert is provided to an operator.
  • the time to reach said height is changed based on the voltage of the batteries, to compensate for the actual speed of the motor unit(s). Further, in some cases, the system deploys to a previously determined height upon approaching a previously set area for docking.
  • two or several motor units are used in conjunction to move the fender into the desired position.
  • an alert is provided to an operator.
  • the system deploys to a previously determined line length upon approaching a previously set area for docking or a default line length for example dock level and rub rail level.
  • the attachment to the fixed location of the boat is made thru a clamp, spring, screw or any other suitable device.
  • a safety release is added to the line, allowing removal of the fixed attachment of the line to the boat, to release the line if the force on the line is higher than a set value in order to prevent damage or safety risk.
  • several motor units are used in conjunction to move the fender into a desired position using a fender with center hole or without a center hole.
  • more than one motor is used and the measures described above are reused for the additional motors.
  • Fig. 1 is an illustration of a typical pleasure boat 100, illustrating how fenders are normally hung on a boat's railings according to the prior art.
  • Two fenders 107a and 107b hang down from the railing, positioned with lines 108a-b held in place with knots 109a-b on railing 102 to protect the boat hull 101 from damage when the boat makes contact with the dock.
  • the fenders need to be lifted up and securely stowed, as otherwise the wave action could easily rip them off or cause them to damage the boat.
  • Access to the railing for purposes of deploying and positioning fenders from the top of the boat may be difficult and hazardous (particularly in rough seas or inclement weather), because in many cases access is available only from a narrow ledge 106 via a step 110 or from the top of the boat prow 103 using window gate 105 in windshield 104, that window gate being heavy and difficult to open.
  • Boat prow 103 is often of a slick material such as fiberglass coated, in some cases, with marine paint. Further, the surface may in many cases be wet with, in some cases, dust mixed in, and/or the boat may be rocking and jerking in wind and waves, making it even more slippery and more hazardous. From the railing a person must then lean over to deploy and position the fenders.
  • Fig. 2 shows an exemplary representation of a system 200 of manually deployed boat fenders, with stowage retention devices 204.
  • Windshield 202 has a center partition that can be folded away to reach the boat prow.
  • Attached to railing 201 is fender retention device 204, which holds fender 203 when the fender 203 is not in use (only one fender 203 and retention device 204 are shown, for purposes of clarity and simplicity; however, typically, multiple fenders are used).
  • a rope, cable, or similar flexible line 205 (for purposes of this system, rope, cable, and line all shall be considered equivalent, irrespective of constituent material(s)), runs from a position above retention device 204, across pulley 206, to cleat 207, which cleat 207 is used by an operator to secure line 205 in position, which position is often predetermined and marked on line 205.
  • fender 203 may be hauled up into retention device 204 when the boat is undocked and taken out on the water, and fender 203 may be deployed (lowered) when the boat approaches a dock.
  • Fig. 3 shows an exemplary representation of a fender stowage retention device 300 as shown on Fig. 2 .
  • Attached by clamp 303 to railing 301 is a holder 310a that holds ring 304, which in turn holds retention device 204, plus a pulley (or ring) 302, via holder 310b, the pulley 302 used to redirect line 306 when it comes up.
  • two sections (or segments) 305a,b are hinged at the top with, respectively, hinges 309c,d and 309a,b.
  • Hinges 305a,b are attached to ring 304.
  • retention device extension 305a,b may be made of plastic; in other cases, they may be made of some suitable material resistant to corrosion, such as, for example, chrome-plated wire.
  • the bottom end maybe be flaring (not depicted), allowing for an easier insertion of fender 307; in other cases it may be hooked inward (not depicted), providing additional securing of fender 307 when stowed.
  • a single ring with lever maybe used.
  • Fig. 4 shows an exemplary representation of a pulley and remote cleat mechanism 400 for the safe and convenient stowage and deployment of boat fenders 400 according to a preferred embodiment of the invention.
  • Line 402 comes in from the retention device 406 on railing 401 and goes through pulley wheel 404, which is attached to pulley block 403. At the pulley, line 402 is redirected to cleat 405.
  • double or triple pulleys maybe used as often more than one fender is used.
  • fast cleats and multi-line fast cleats maybe used for easier use.
  • Fig. 5 shows an exemplary representation of a user reminder application 500 for boat fender deployment according to a preferred embodiment of the invention. It uses high-accuracy marine maps such as, for example, NAVIONICS TM , to determine whether the boat is about to dock, and notifies the user with message 501 (and in some cases an acoustic alert) of the position to which the lines need to be lowered. Also shown are buttons to add new positions "+" 503 based on current GPS location, to set the height, and to "edit” 502 for modifying an existing height, for example, or delete a previously stored location. Further, an OK button 504 enables the operator to confirm and/or close the alert and mute an acoustic signal.
  • NAVIONICS TM high-accuracy marine maps
  • FIG. 6 shows an exemplary representation of a system 600 where the connection of four retention device and fender mechanisms connected by wires to a solar panel 604 according to a preferred embodiment of the invention.
  • Four retention devices 602a-d are attached to railing 601.
  • Wires 605a-d connect the retention devices to solar panel 604, which is also attached to railing 601.
  • Beneath solar panel 604, and connected to it, are a controller and a battery (not shown here).
  • Fender 603d (only one fender shown here, for clarity and simplicity) is shown as it may be deployed, with multiple dotted lines to indicate that the fender may be deployed at any of multiple heights. It is clear that a boat may carry more than four retention device-fender units, and they are typically deployed all along an engaged side of the boat, from prow to stern; however, for clarity and simplicity, only four are shown as positioned here.
  • Fig. 7 is a diagram of a system 700 with a solar panel assembly connected to a retention device and fender mechanism (as shown in 604) according to a preferred embodiment of the invention.
  • Panel 701 connects to charge control unit 702.
  • Unit 702 is an existing commercial product that is readily available. Often unit 702 may be integrated into a junction box at the rear of panel 701.
  • Battery 703 may be any of various types of battery known in the art, such as, for example, lead-acid, lead-acid gel, lithium, lithium ion, LiFePO 4 , NiCd, NiMh, or any other suitable type, depending on which is best and most suitable for its situation.
  • System controller 704 has an antenna 714 and wires 705a-n leading to the retention devices.
  • Exemplary retention device 706 connected to box 704 via wire 705an, contains fender 713, shown in a dotted line to indicate that it is not externally visible.
  • Line 712 goes over two pulleys 710a, b to winch 709 that is attached to motor 708 .
  • Casing 707 protects assembly elements, including 707, 709, 710a,b, 711, and 712 against water, collision, injury of persons nearby, etc.
  • switch 711 signals to controller 704 when the fender is fully retracted.
  • a smaller solar cell and smaller controller may be mounted on the top of the retention device, omitting the need for wires such as wire 705a-n.
  • wire 705a-n uses a four-lead wire, that is, two for the motor and two for the switch.
  • controller 704 may be powered from the boat's power supply.
  • the assembly contained in case 707 may be installed centrally and the line may be pulled as shown in Figure 2 to a location with multiple motorized winches.
  • optical means both transmissive and reflective, may be used, or simply a change in current of the motor that the controller can detect and use as an indicator of too much resistance, either at the end or if fender is caught somehow.
  • Fig. 8 is a diagram of an exemplary controller for the deployment and retraction of fenders 800 , also shown in 704, according to a preferred embodiment of the invention.
  • Power supply input 802 may come from a local battery, a shipboard battery, or some other power source.
  • Controller 801 has a microprocessor 806 , typically a system on a chip with memory 807 and nonvolatile memory 808 , which nonvolatile memory contains software 809an, including an operating system as well as actual commands for the system.
  • Input/output unit 810 may pair the radio 811 with a smart phone. Radio 811 connects to microcontroller 806 as well as to antenna 812.
  • the connection between radio 811 and a smart phone may be via, for example, Bluetooth, Wi-Fi, or both, as needed.
  • Power switch unit 803 distributes power to all these devices, as well as controlling output power through switches 804a-n, thus enabling the winches to extend lines 805a-n to extend or retract the fenders.
  • Switch unit 803 also has the input sensors for the switches in the retention devices, such as, for example, switch 711 inside casing 707, described above in the discussion of Figure 7 , for extending or retracting the fenders.
  • Fig. 9 is an exemplary diagram of a computer system 900 as may be used in the system and methods disclosed herein, according to various embodiments of the invention. It is exemplary of any computer that may execute code to process data. Various modifications and changes may be made to computer system 900.
  • CPU 901 is connected to bus 902, to which bus is also connected memory 903, nonvolatile memory 904, display 907, I/O unit 908, and network interface card (NIC) 916.
  • I/O unit 908 may, typically, be connected to keyboard 909, pointing device 910, hard disk 912, and real-time clock 911.
  • NIC 916 connects to network 914, which may be the Internet or a local network, which local network may or may not have connections to the Internet.
  • power supply unit 905 connected, in this example, to ac supply 906.
  • batteries that could be present, and many other devices and modifications that are well known but are not applicable to the specific novel functions of the current system and method disclosed herein.
  • local wireless connections such as Bluetooth, Wi-Fi, ZigBee etc.
  • a GPS receiver is used to provide for location services.
  • Fig. 10 is an exemplary diagram of a wireless control system 1000 for deployment and retraction of boat fenders, according to a preferred embodiment of the invention.
  • Controller 1001 which is functionally equivalent to controller 704, described above in the discussion of Fig. 7 , has an antenna 1002 and also the software and other components required to control fender deployment operations as previously described.
  • Controller 1001 may connect to a dedicated control unit 1003, which unit may have a set of buttons 1004a-n, such as, for example, two rows of buttons 1004a-n as shown here.
  • Each button has a separate assigned function, such as controlling the raising or lowering of one or more fenders.
  • General controls 1005a-n may, for example, indicate the status of certain system functions, such as, for example, power state and the state of connectivity to wireless network 1006, which network may use Bluetooth, Wi-Fi, or some other similar connection protocol. Controls 1005a-n may also control functions such as raising or lowering all fenders or certain combinations of fenders, such as all fenders on one side, for example.
  • system 1000 may use a smart phone, such as, for example, phone 1010, on whose touch screen 1013 the user can control the functions of specialized software 1011a-n.
  • Software 1011a-n is specific to system 1000 and typically may be downloaded from an app store supplying software for the particular model of phone 1010.
  • connection 1012 can be Bluetooth, Wi-Fi, or some other similar connection protocol.
  • Connection 1014 enables phone 1010 to communicate with geo-positioning satellites 1015a-n, using any of various global positioning systems (GPS) supported by phone 1010 and available currently or in the future.
  • GPS global positioning systems
  • Fig. 11 shows a representation of an exemplary system application screen 1100 depicting a boat approaching a dock in a harbor according to a preferred embodiment of the invention.
  • a boat 1103 is in water 1101, approaching dock 1104, which dock extends from land 1102.
  • an indicator 1105 appears on application screen 1100.
  • the boat's position in this example, is determined by high-accuracy navigational mapping software (not shown here) as mentioned in the description of Fig. 5 .
  • Indicator 1105 enables a user to open addition application menus with additional functionality.
  • Fig. 12 shows an application screen 1200, accessed using indicator 1105 that is exemplary of additional application functionality according to a preferred embodiment of the invention.
  • boat 1201 viewed from the top, approaches dock 1202.
  • Screen 1200 shows all boat fenders 1203a-n, of which in this example there are eight.
  • Those fenders on the side 1204a-n approaching dock 1202 may be indicated, for example, by halo buttons, that is, buttons showing a halo around the fender indicating a possible user interaction.
  • Screen 1200 may also contain an additional button (not shown here) that enables a user to control multiple fenders, such as, for example, all fenders together, all fenders on the side of the boat approaching the dock, all front fenders, all rear fenders, etc.
  • Fig. 13 shows an exemplary application screen 1300 that may open when a user has deployed boat fenders as described in the discussion of Fig. 12 , according to a preferred embodiment of the invention.
  • Represented on screen 1300 is one side 1301 of the boat, with fenders 1302a-n.
  • fenders 1302a-n Above and below fenders 1302a-n are arrows 1303an, indicating fender movement up or down.
  • Buttons 1304a-n can give a user control of general functions, such as, for example, deploying all fenders to a default position or saving a manually controlled position as a new default position.
  • Individual fender positions may be manually controlled by pressing any of arrows 1303a-n to adjust any one fender up or down as desired.
  • the user could then save the fender positioning as a new default for this location, so the next time the user goes to approach this particular dock, the fenders can be deployed automatically to the saved positions when the boat comes within a certain predetermined distance from the dock.
  • Fig. 14 shows an exemplary representation of a boat prow 1400 where a retention device 1402 is mounted on one or more hinges 1403a-b, according to a preferred embodiment of the invention.
  • a retention device 1402 is mounted on one or more hinges 1403a-b, according to a preferred embodiment of the invention.
  • This figure shows many structures found at the prow of the boat, including railing 1405, prow 1401 with cabin windows, and other features.
  • Exemplary retention device 1402 is, in this example, mounted behind railing 1405, with mounting hinges 1403a-b on the inside of railing 1405.
  • Chute 1404 is attached to retention device 1402, so the fender within retention device 1402 may slide down against the boat side. Deploying and retracting the fender may be done manually, with, for example, a line, or by a motor.
  • chute 1404 may have a small lip, so the fender can easily be retracted back up into retention device 1402. In other cases, chute 1404 may be recessed behind the farthest extension of the outward vertical curve of prow 1400, thus not protruding into the line of travel (up and down) of the fender.
  • Fig. 15 shows an exemplary cross section 1500 of a boat 1501 with a representative retention device secured by mounting hinges and a chute that aids in deployment, according to a preferred embodiment of the invention.
  • the outlines of boat 1501, prow section 1507 on top, walkway 1508 behind the railing, and the hull are all, for reasons of clarity and simplicity, very simplified.
  • Retention device 1502, secured by mounting hinges 1503a, b, and chute 1504 are slightly behind the outermost part of the hull of boat 1501, because fender 1505 (inside 1502 and not visible in this drawing) is heavy enough to slip over the edge of boat 1501 when it is deployed. Deploying and retracting fender 1505 may be done manually, with, for example, a line, or by a motor.
  • Outline 1506 shows an alternative retention device 1502 position, wherein retention device 1502 may be hinged around the railing so that during deployment and retraction of fender 1505 (not visible), the retention device 1502 bottom tilts slightly outward.
  • Fig. 16 shows a diagram of an alternative arrangement 1600 by which retention device 1603 may be recessed, according to a preferred embodiment of the invention. Shown are walkway 1607, behind railing 1602, and prow 1601. Railing 1602 has a notch or bay 1606 in the inner edge so fender retention device 160a-b can retract in large part behind the outline of the railing.
  • hinge 1604 enables retention device 1603a-b in position 1603a to swing out into position 1603b.
  • Arm 1605b,n, shown in position 1605n retracted and in position 1605b extended, may be operated manually, with, for example, a lever or knob, a line, a spring or by a motor, and the like.
  • Deploying and retracting the fender may also be done manually, with, for example, a line, or by a motor, as described earlier herein.
  • Arm 1605b,n in extended position 1605b, pushes retention device 1603a-b into position 1603b, so the fender can deploy vertically without hitting the deck or railing.
  • a bay or notch 1606 may be flanked by one or two posts, enabling additional hinges (not shown) to further control the swing of retention device 1603a-b (not shown).
  • arm 1605b,n may retract retention device 1603a-b to a position behind the boat's outline.
  • Fig. 17 shows an exemplary representation of an enhanced arrangement 1700 of boat fender retention device 1701 according to a preferred embodiment of the invention.
  • Retention device 1701 has a mechanism for winding up line 1710 to retract fender 1711.
  • the hinge allowing retention device 1701 to swing in behind the hull line is comprised of springs 1702a and 1702b. These springs move retention device 1701 outside the hull line for normal operations.
  • this example shows two springs 1702a-b, it is clear that other arrangements may have more or fewer springs 1702.
  • Moveable bar 1705 has three openings. These openings 1708a and 1708b are at each end, for riding up and down retention device bars 1707 and 1706, as well as one opening 1709, which is roughly in the center, for guiding line 1710 to which fender 1711 is attached. In the fully extended position, moveable bar 1705 is stopped at the bottom end of the retention device, across the retention device opening. As the fender 1711 is retracted, it catches moveable bar 1705 when it reaches opening 1709 and pushes bar 1705 up as fender 1711 is fully retracted, bar 1705 being moveable along the cylindrical axis of retention device 1701.
  • the boat name 1712 in alphanumeric characters, may be applied in desired color(s) and finishes.
  • retention device 1701 may contain a camera (not shown) that provides a close-up view of the pier to the controlling tablet and or smartphone, helping to "fine-maneuver" the boat into the desired docking position.
  • Fig. 18 shows an exemplary fender deployment reminder pop-up screen 1800 according to a preferred embodiment of the invention.
  • a marked location such as a previously visited landing place.
  • the question of whether to deploy or not, if no prior default was set appears at the top of screen 1800.
  • the user can then issue the command by clicking either one of the response buttons 1803a-n.
  • this example shows two buttons 1803a-n, there could be more, such as, for example, more than one deploy button, one for the standard height, and one or more for other options.
  • Fig. 19 shows a screenshot 1900 in which the system prompts the user whether to remember a decision regarding fender deployment. Specifically, the system prompts the user whether to remember the decision from screen 1800 for the next time the vessel approaches the same location, by selecting either one of the response buttons 1901a-b.
  • Fig. 20 shows a modified version 2000 of Fig. 7 , according to one aspect of the system and method described herein.
  • controller 704 Added to controller 704 are two optional extensions.
  • a measuring resistor 2002 has been inserted in series with motor 708.
  • Sensing amplifier 2003 delivers a sensing voltage to point C. Once a certain current has been exceeded, the sensing voltage triggers a motor shut-off by notifying the shutoff circuitry in the controller, typically in a way similar to the way shutoff switch 711 is notified.
  • This approach can sense if the motor is over-loaded and can protect the batteries, the motor, and the driving transistors or relays.
  • Alternative configuration 2001e shows, instead of an added resistor 2002, that the switching transistor 2004 driving motor 708 between contact points F and G is used as the measuring resistor and the amplifier 2005 drives the voltage H. Also, point I drives the transistor.
  • Both configurations 2001a and 2001e are commonly used approaches to measuring currents or protecting motors and/or other circuitry elements from overload and are not novel in and of themselves. However, the use of motor overloads to detect entanglement with respect to the fender, and in particular to aid with untangling, is novel.
  • Fig. 21 shows a modified version of Fig. 17 , according to one aspect of the system and method described herein.
  • camera 2101 is attached by stick 2102.
  • Wire 2103 connects to controller box 1701, enabling transmission of images from the camera to show when the fender is lowered.
  • camera view field 2104 can observe the state of the fender, such as, for example, if the fender is stuck on the sea bottom, if the fender line is tangled, etc.
  • wire 2103 could be run within stick 2102, or the camera could be placed in a bulge out of the top of controller 1701, etc.
  • Various different cameras and viewing angles may be used to provide the best views of a problem.
  • the camera explicitly observes a tangle. It can be used, for example, simply to see whether the protection circuitry described above in the discussion of Fig. 20 has stopped the motor due to difficulty in raising the fender.
  • visual recognition software may be embedded in the camera module or in the central controller, so the system can identify either a tangle or a lack of motion of the fender, which, when the motor should be in motion, indicates highly likely a tangle or similar problem.
  • Fig. 22 shows an exemplary process 2200 for resolving problems with raising the fender, employing the two novel approaches disclosed above in the discussions of Figs. 20 and 21 , according to one aspect of the system and method disclosed herein.
  • the system receives a command to pull up the fender.
  • the system sets a maximum time to attempt to pull up the fender, and in step 2203, the system monitors the time to determine when the current attempt exceeds the preset maximum time. If, in step 2204, the system determines that the current attempt has exceeded the preset maximum time, in step 2205 the system checks to see if an End switch, such as, for example, switch 711 described in the discussion of Fig.
  • an End switch such as, for example, switch 711 described in the discussion of Fig.
  • End switch 711 is activated, signaling that the fender is fully retracted.
  • various switching means may be used as an End switch 711 according to the invention; for example, conventional contact-based electrical switches, radio frequency identification (RFID) proximity switches, mechanical switches, magnetic switches, or any other similar means of detecting when a fender is fully retracted.
  • RFID radio frequency identification
  • more than one end switch may be utilized in some arrangements, for example to increase reliability if the fender is retracted at an angle, or to provide redundancy should any single switch fail (for example, due to damage to the receptacle). If the End switch is activated, indicating that the fender or movable bar is fully retracted, in step 2206 the process ends.
  • step 2205 if the system detects that the End switch is not activated, in step 2207 the system initiates a check for a tangle in the fender line.
  • step 2210 the system checks to determine the number of tangle checks, such as, for example, the first occurrence of a tangle check, or any number up to a preset maximum. Typically, only one or two attempts to detangle would occur, to avoid damage to the equipment. If, in step 2210 the detangle attempts do not exceed the preset limit, in step 2211 the system attempts to detangle the line, typically by a little tug or pull on the line, as would be done manually. After each detangle attempt in step 2211, the system returns to step 2202 to repeat the process.
  • step 2208 the system again checks to see if the maximum time or number of attempts has been exceeded. If the detangle attempts fail repeatedly, in step 2209 the system attempts a visual check of the fender, using the camera as described in the discussion of Fig. 21 . When the visual check is finished, the system once again attempts a detangle. If all system detangle attempts fail, the system issues a call for operator help in step 2212, and in step 2213 the process ends. Different strategies for detangling may be used, for example resulting in controlled jerking of the line and or the fender in order to resolve the tangle or jam. There may also time limits for individual sets of detangling and overall attempts in order to protect the components of the system from overload/damage. Further, failure to complete retraction may result in an alert sent to an operator or other predetermined location or person.
  • the system upon retracting the fender, the system shuts off the motor if an over-current arises due to a tangle in the line or a catch of the fender below the retention device. Upon such a shutdown of the motor, the system engages in a limited number of small reversals in an attempt to detangle the line and/or the fender and achieve a full retraction. Additionally, a camera and visual recognition software may be used to detect a tangle or other problem with the line or the fender, in addition to the current sensing.
  • the motor shuts off if a disturbance in the retraction motion is recognized by the visual recognition software due to a tangle in the line or a catch of the fender below the retention device.
  • the system engages in a limited number of reversals to attempt to detangle the line and or the fender and achieve a full retraction.
  • the current control may be used to aid the detangling control of the reversal of the line motion in addition to the camera. Different strategies for detangling may be used. There may also time limits for individual sets of detangling and overall attempts in order to protect the components of the system from overload/damage. Further, failure to complete retraction may result in an alert sent to an operator or other predetermined location or person.
  • Fig. 23 shows exemplary embodiments of the invention adapted to provide protection for boat fender system 2300.
  • storms or other disturbances may occur that result in the production of heavy swells or waves.
  • These swells can possess enough energy to damage the machinery of either manually operated or motor operated fender systems, particularly when sudden movement of a vessel causes substantial tension to be applied suddenly to any cable holding a fender in place, thereby placing large and sudden stresses on the machinery of fender systems.
  • Such tension may happen even in calm days but when the boat doesn't stop immediately when arriving at the dock or in a case the boat is arriving at higher speed than in normal docking operation.
  • Spring 2303 acts as a buffer between fender 2301 and the rest of the system. While a spring is shown and described, one knowledgeable in the art will realize that other elastic members (such as, but not limited to, bungee cords or bungee cables) could be used for the purpose of swell mitigation.
  • fender 2304 is equipped with a detached top 2307 which can move freely from the rest of fender 2304. Detached top 2307 is attached to the rest of fender 2304 by a spring 2306 internal to fender 2304; spring 2306 has a point of attachment to fender 2304 at its lower end, in the interior of fender 2304.
  • spring 2304 serves to buffer the forces by allowing the top of the fender to partially separate temporarily until the stress is relieved. Detached fender top 2307 is then attached to a line 2305 that goes to the rest of the system. Alternatively, an internal spring 2306 may be used without detached top 2307, in which case spring 2306 may be connected directly to line 2305. It should be clear that the examples depicted in these figures are relatively simple configurations practical to clearly show the functional aspects of the system; other structures and parts such as but not limited to protective encasements, retainers, correct mounting hardware, drains, and guides are not depicted. Relative lengths or sizes of the parts are not meant to be to scale for operation.
  • the rate of raising fender 1711 may be slowed when fender 1711 approaches an intermediate position; that is, intermediate between a deployed position and a stowed position.
  • the rate of raising fender 1711 is reduced, to reduce the likelihood of fouling and to potentially reduce the impact resulting from any misalignment, fouling, or other problem. It will be recognized by one having ordinary skill in the art that various means of detecting when to change (e.g., reduce) the rate of raising of fender 1711 may be used according to the invention.
  • a time duration of raising may be used or, if a stepper motor is used, a count of the number of steps during the raising of fender 1711 may be used.
  • various switches such as electromagnetic proximity switches of mechanical switches, may be placed so that they send a signal to the control system as fender 1711 passes, for example, the lower end of retention device 1701 while being raised.
  • retention device 1701 may be partially open, with a lower circumferential ring at its lowest opening, a partially closed cylindrical portion above this lower circumferential ring, and a fully closed upper portion.
  • lowering of the rate of raising of fender 1711 into retention device 1701 would typically occur as the top of fender 1711 enters the lower ring of retention device 1701.
  • Other variations are clearly possible, according to the invention, as will be appreciated by one having ordinary skill in the art.
  • Fig. 24 shows an exemplary embodiment of a reduced-complexity fender positioning system with a single motor mechanism.
  • Fig. 24 shows an overview 2400 with a railing 2401, a deck side 2402, and a rub edge 2403 of a boat above the waterline 2414 (all partial view cutouts). Further, a fender 2404 in retracted position (with a dotted line indicating the center hole) is shown, and a line 2408 that passes through the fender's center hole. Line 2408 is attached at one end to a fixed location of the boat, for example the railing 2409. That fix location may be the boat cleat, the stanchion or any other boat part.
  • the other end of line 2408 may be connected to a spool or winding drum or some other mechanism 2406 attached to a motor unit 2405 which may be attached to the boat railings 2401 with screws or bolts or zip ties or some other attaching mechanism 2407a,b .
  • the motor 2405 in the unit may be operable with a switch or a controller for example using battery, solar charger, wireless control etc.
  • the motor 2405 may be configured to detect changes in current or other means such as a switch, and is configured to change its operation if change in state is detected for example an overcurrent or change in current state is detected.
  • Fender 2404 is also shown in lower positions, such as 2410 and 2412. These are not additional fenders to fender 2404, but one and the same, in different positions based on line loop extensions as indicated by longer lines loops 2411 and 2413 respectively. The line comes out of the spool or winding drum or another winding mechanism 2406 on motor unit 2405.
  • state detection is based at least in part on a configured current limit.
  • an overcurrent condition or change in current state may be caused by a tangle in the line 2408.
  • the system attempts to achieve a full retraction to the rest position by reversals of line 2408 movement.
  • a camera (not shown) with visual recognition software is used instead of or in addition to current sensing.
  • fender 2404 retraction fails after the number of reversals, an alert is provided to an operator.
  • the time to reach said height is changed based on the voltage of the batteries, to compensate for the actual speed of the motor 2405.
  • the system deploys to a previously determined height upon approaching a previously set area for docking. Positioning in this section mostly is relying on gravity and may be relying on friction.
  • flexible tubing maybe added to the inside of the fender 2404 or around the line 2408 to better control friction.
  • end pieces may be added with a funnel shape (not shown) to control friction and/or to improve longevity of fender 2404.
  • the line 2408 may have a special coating to control friction.
  • Fig. 25 shows an exemplary embodiment of a reduced-complexity fender positioning system with a dual motor mechanism 2500.
  • Fig. 25 shows a similar configuration to Fig. 24 , but has an additional motor unit 2505, and fender 2404 is now suspended between two motor units 2505 and 2405. This allows for more positioning control of the fender, but may be more expensive because of the second motor 2505. The rest remains by and large the same.
  • the two motor units are used in conjunction to move the fender into the desired position.
  • Fig. 25 it is further shown that, using the two motors 2505 and 2405, fender 2404 may be maneuvered into a more vertical position 2512.
  • additional knots or bump devised in the line can be used to securely position the fender along the line when manipulating from both sides rather than just relying on friction and gravity for positioning as in Fig. 24 .
  • Fig. 26 shows an exemplary method for a reduced-complexity fender positioning system 2600, comprising the steps of (a) attaching a line to a motor, a boat fender, and either a point on a boat or a second motor 2601, and (b) operating the motor or motors in a manner that causes at least one end of the fender to be raised or lowered 2602.
  • Fig. 27 shows additional exemplary configurations 2700 of the system.
  • a single line 2713 is attached at a first end to a motor 2711, runs through a longitudinal hole in a boat fender 2712, and is attached at a second end to a point on the boat 2714.
  • there are two motors with a first motor 2721 (visible in this view) and a second motor 2726 (in same enclosure as the first motor and not visible in this view).
  • a first line single line 2725 is attached at a first end to the first motor 2721, and attached at a second end to one end of a boat fender 2722.
  • a second line 2723 is attached at as first end to the second motor 2726, runs through a ring, pulley, or other attachment point on the boat 2724 (or simply to the railing, the stanchion or the junction of the railing with the stanchion), and is attached at its second end to the second end of the boat fender. 2722.
  • a single line 2733 is attached at a first end to a motor 2731, runs through a plurality of attachment points 2735 around the exterior of a boat fender 2732, and is attached at a second end to a point on the boat 2734.
  • a single line 2743 is attached at a first end to a motor 2741, runs through a longitudinal hole in a boat fender 2742, and is attached at a second end to a second motor 2744. In that case one may want to prevent the fender from moving along the line.
  • 2745 represents an optional receptacle or support that may or may not be added to this configuration and to all other configurations. That receptacle may add to the stability of the fender while cruising and/or improve looks. In all configurations the fender may be received all the way to that receptacle or directly to the railing for improved stability.
  • a first line 2755 is attached at a first end to a motor 2751, and is attached at a second end to a boat fender 2752.
  • a second line 2753 is attached at a first end to the second end of the boat fender, and attached at a second end to a second motor 2754.
  • a single line 2763 is attached at a first end to a motor 2761, runs through a plurality of attachment points 2765 around the exterior of a boat fender 2762, and is attached at a second end to a point on the boat 2764. In some cases multiple fenders may be connected in any of the above configurations.
  • 2745 represents an optional receptacle that may or may not be added to this configuration and to all other configurations.
  • That receptacle may add to the stability of the fender while cruising an improve looks.
  • the fender may be received all the way to that receptacle or the railing for improved stability.
  • the motor or motors may be located proximally to the fender or at a different location or locations on the boat.
  • Fig. 28 shows an exemplary embodiment of a reduced-complexity fender positioning system with an alternate arrangement of fenders and lines.
  • Fig. 28 shows an overview 2800 with a railing 2801, a deck side 2802, and a rub edge 2803 of a boat above the waterline 2808 (all partial view cutouts). Further, a fender or fenders (depending on configuration) 2404 in retracted position (with a dotted line indicating the center hole) is shown, and a line or series of lines 2807 that either passes through the fender's 2804 center hole, or is attached to the ends of the fender(s) 2804.
  • Line 2807 is either a single line run through or around fenders 2804 and attached to a fixed ring 2806 or cleats, or is a series of lines attached to rings 2806 or cleats (not shown) and the ends of fenders 2804.
  • the line or line(s) 2807 may be run to a motor housing 2805 containing motors (not shown).
  • Fig. 29 shows an exemplary embodiment 2900 of a reduced-complexity fender positioning system with a single line 3104 and extenders 2906 attached to openings 2903 on the fender 2902.
  • a single line 2904 is attached at a first end to a motor 2901, runs through a plurality of extenders 2906 attached to openings 2903 in the boat fender 2902, and is attached at a second end to an attachment point on the boat 2905.
  • the extenders 2906 are shown as rings in this example, they may be made of any material and shape, provided that can be attached to an end of a boat fender and allow a line to pass through.
  • the boat fender 2903 is raised and lowered as the extenders 2906 slide along the line 2904.
  • Fig. 30 shows an exemplary embodiment of a reduced-complexity fender positioning system with a single line 3004 running through an opening 3003 at one end of a boat fender 3002.
  • a single line 3004 is attached at a first end to a motor 3001, runs through an opening 3003 in the boat fender 3002, and is attached at a second end to an attachment point 3005 on the boat.
  • the boat fender 3002 is raised and lowered by sliding along the line 3004.
  • Fig. 31 shows an exemplary embodiment of a reduced-complexity fender positioning system with a single line 3004 running through an extender 3106 attached to an opening 3103 at one end of a boat fender 3103.
  • a single line 3104 is attached at a first end to a motor 3101, runs through an extender 3106 attached to openings 3103 in the boat fender 3102, and is attached at a second end to an attachment point 3105 on the boat.
  • the extender 3106 is shown as a ring in this example, it may be made of any material and shape, provided that it can be attached to an end of a boat fender and allow a line to pass through.
  • the boat fender 3102 is raised and lowered as the extender 3106 slides along the line 3104.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Claims (15)

  1. Système de pare-battage de bateau (200), destiné au montage sur un bateau motorisé ou un voilier présentant une coque, le système de pare-battage de bateau (200) comprenant :
    au moins un pare-battage de bateau (203) ;
    un moteur (708) pouvant être monté sur une structure d'attache et présentant un arbre moteur conçu pour enrouler une ligne ;
    une ligne (205),
    caractérisé par le fait que la ligne (205) présente une première extrémité connectée à l'arbre moteur directement ou par l'intermédiaire d'attaches fixées au moteur, une partie intermédiaire de la ligne passant par une ou plusieurs ouvertures dans ledit au moins un pare-battage de bateau (203) ou par une ou plusieurs attaches fixées audit au moins un pare-battage de bateau, et par le fait qu'une seconde extrémité de la ligne peut être attachée à la structure d'attache ; et dans lequel, une fois monté sur la structure d'attache dans un état fonctionnel sur un bateau, le fonctionnement du moteur dans une première direction amène la longueur de la ligne à être réduite, ce qui permet au pare-battage de bateau dépendant d'être abaissé en glissant le long de la ligne ; et dans lequel, lorsque la ligne est relâchée, le pare-battage de bateau est abaissée par gravité, ce qui permet de positionner le pare-battage de manière à ce qu'il puisse protéger fonctionnellement la coque dudit bateau.
  2. Système de pare-battage de bateau (200) selon la revendication 1, comprenant en outre un mécanisme de relâchement qui, lorsqu'il est actionné, amène la ligne à être relâchée et ledit au moins un pare-battage de bateau abaissé par gravité.
  3. Système de pare-battage de bateau (200) selon la revendication 2, dans lequel le moteur est un moteur réversible et dans lequel le fonctionnement du moteur dans le sens inverse amène la ligne à être relâchée, amenant ledit au moins un pare-battage de bateau à être abaissé par glissement le long de la ligne.
  4. Système de pare-battage de bateau (200) selon l'une quelconque des revendications 1 à 3, dans lequel l'ouverture dans ledit au moins un pare-battage (203) à travers lequel passe la ligne est une ouverture longitudinale s'étendant sur la longueur du pare-battage de bateau.
  5. Système de pare-battage de bateau (200) selon l'une quelconque des revendications 1 à 4, comprenant en outre un relâchement de sécurité ajouté à la ligne (205), dans lequel si la force exercée sur la ligne est supérieure à une valeur préétablie, le relâchement de sécurité déconnecte la ligne.
  6. Système de pare-battage de bateau (200) selon l'une quelconque des revendications 1 à 5, comprenant en outre un dispositif de commande (704) configuré pour réaliser une ou plusieurs actions à partir de la liste suivante :
    recevoir des commandes en provenance d'un dispositif informatique (901) et commander le moteur en fonction des commandes ; et
    détecter les modifications de courant du moteur et modifiant le fonctionnement du moteur si une surintensité ou une modification d'état de courant est détecté en ralentissant le moteur, en arrêtant le moteur ou en inversant le sens du moteur.
  7. Système de pare-battage de bateau (200) selon la revendication 6, dans lequel le dispositif de commande est configuré pour permettre à un utilisateur de sélectionner une hauteur de déploiement et le système se déploie à la hauteur sélectionnée lorsqu'il est activé.
  8. Bateau (100) en tant qu'un bateau motorisé ou un voilier présentant une coque et comprenant un système de pare-battage de bateau (200) selon l'une quelconque des revendications 1 à 7 destiné à positionner au moins un pare-battage de bateau pour protéger la coque du bateau.
  9. Procédé destiné à positionner un pare-battage de bateau, comprenant :
    le montage d'un moteur à un point d'attache sur un bateau, le moteur présentant un arbre moteur conçu pour enrouler une ligne (205) ;
    la connexion d'une première extrémité d'une ligne (205) à l'arbre moteur directement ou par l'intermédiaire d'attaches fixées au moteur, le passage d'une partie intermédiaire de la ligne (205) à travers une ou plusieurs ouvertures ménagées dans un pare-battage de bateau (203) ou à travers une ou plusieurs d'attaches fixées au pare-battage de bateau (203), et l'attachement d'une seconde extrémité de la ligne à un point d'attache sur le bateau ; et
    le fonctionnement du moteur dans un premier sens, amenant le pare-battage de bateau à être soulevé par glissement le long de la ligne.
  10. Procédé selon la revendication 9, comprenant en outre l'étape d'actionnement d'un mécanisme de relâchement qui amène la ligne (205) à être libérée et la pare-battage de bateau (203) abaissé par gravité.
  11. Procédé selon la revendication 9, dans lequel le moteur est un moteur réversible et dans lequel le fonctionnement du moteur dans le sens inverse amène la ligne (205) à être libérée, amenant le pare-battage de bateau (203) à être abaissé par glissement le long de la ligne (205).
  12. Procédé selon l'une quelconque des revendications 9 à 11, dans lequel l'ouverture dans le pare-battage (203) à travers lequel passe la ligne (205) est une ouverture longitudinale s'étendant sur la longueur de du pare-battage de bateau (203).
  13. Procédé selon l'une quelconque des revendications 9 à 12, dans lequel la partie intermédiaire de la ligne (205) passe à travers une pluralité d'ouvertures dans le pare-battage de bateau (203) ou à travers une pluralité d'attaches fixées au pare-battage de bateau (203).
  14. Procédé selon l'une quelconque des revendications 9 à 13, comprenant en outre un relâchement de sécurité ajouté à la ligne (205), dans lequel si la force exercée sur la ligne est supérieure à une valeur préétablie, le relâchement de sécurité active et déconnecte la ligne.
  15. Procédé selon l'une quelconque des revendications 9 à 14, comprenant en outre un dispositif de commande (704) configuré pour réaliser une ou plusieurs actions à partir de la liste suivante :
    recevoir des commandes en provenance d'un dispositif informatique (901) et commander le moteur en fonction des commandes ; et
    détecter les modifications de courant du moteur et modifiant le fonctionnement du moteur si une surintensité ou une modification d'état de courant est détecté en ralentissant le moteur, en arrêtant le moteur ou en inversant le sens du moteur.
EP19020447.9A 2018-07-30 2019-07-29 Système et procédé de positionnement de garde-boue à complexité réduite Active EP3604110B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201862711943P 2018-07-30 2018-07-30
US16/114,203 US11072402B2 (en) 2015-04-16 2018-08-27 Reduced-complexity fender positioning system and method

Publications (2)

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EP3604110A1 EP3604110A1 (fr) 2020-02-05
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CN116620503B (zh) * 2023-07-24 2023-10-03 山东航宇游艇发展有限公司 一种带有防撞气囊的游艇

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US1877793A (en) * 1930-11-24 1932-09-20 Dunlop Tire & Rubber Corp Boat fender
US2700781A (en) * 1951-03-15 1955-02-01 George H Smith Air sea rescue equipment
US5355822A (en) * 1993-08-25 1994-10-18 Lemke Stuart H Bumper fender
US6435126B1 (en) * 2001-07-10 2002-08-20 Morton Frederick Burke River craft with outboard seat
US20030019415A1 (en) * 2001-07-03 2003-01-30 Leemon Arnold Anton Flexible, buoyant, weather resistant polyethylene foam boat bumper/fender

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JPS5399798U (fr) * 1977-01-15 1978-08-12
JPS5852878B2 (ja) * 1979-12-03 1983-11-25 三井造船株式会社 半没水型多胴船
NL1018604C2 (nl) * 2001-07-20 2003-01-21 B O U W Beerdsen B V Inrichting voor het in hoogte verstellen van op een vaartuig aangebrachte stootwillen.
GB2457937A (en) * 2008-02-29 2009-09-02 First Subsea Ltd Deployment and retrieval of ship's fenders

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US1877793A (en) * 1930-11-24 1932-09-20 Dunlop Tire & Rubber Corp Boat fender
US2700781A (en) * 1951-03-15 1955-02-01 George H Smith Air sea rescue equipment
US5355822A (en) * 1993-08-25 1994-10-18 Lemke Stuart H Bumper fender
US20030019415A1 (en) * 2001-07-03 2003-01-30 Leemon Arnold Anton Flexible, buoyant, weather resistant polyethylene foam boat bumper/fender
US6435126B1 (en) * 2001-07-10 2002-08-20 Morton Frederick Burke River craft with outboard seat

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