OCEAN SAIL SYSTEM VISIBILITY SYSTEM

FIELD

[0001 ] Some embodiments relate to ship visibility systems. More specifically, some embodiments provide a visibility system solution for vessels having deck- mounted sail systems to supplement ship propulsion systems.

BACKGROUND

[0002] The deployment of deck-mounted sail units on a vessel might obscure the vision of the ship's helmsman in a forward navigating view. In some instances, regulations exist that limit the obscuration angle caused by objects on a ship.

[0003] It would be desirable to provide systems and methods that overcome obscuration angle limitations without sacrificing a navigator's view.

BRIEF DESCRIPTION OF THE DRAWINGS

[0004] FIG. 1 is a plan view of a ship having a visibility system, in accordance with some embodiments herein;

[0005] FIG. 2 is a plan view of a visibility system on a ship illustrating some configuration aspects thereof, in accord with some embodiments;

[0006] FIG. 3 is a profile view of a visibility system on a ship illustrating some configuration aspects thereof, according to some embodiments; and

[0007] FIG. 4 is another plan view of a visibility system on a ship illustrating some configuration aspects thereof, according to some embodiments; DETAILED DESCRIPTION

[0008] Embodiments of the present invention provide systems, methods and apparatus that increase forward unobstructed visibility on a ship having sail systems deployed on a deck of the ship in front of the bridge of the ship. The visibility system disclosed herein provides a binocular viewing solution to "see around" obstructions in front or forward of the bridge of the ship. In some aspects, the methods and systems disclosed herein effectively provide a completely unobstructed forward vision view, where the natural view from the same vantage point would be obstructed.

[0009] In some embodiments, fuel consumption of a ship might be reduced by the retrofitting or otherwise installing of one or more of a vertically-variable ocean sail system (interchangeably also referred to herein as "sail systems" or "VOSS"), where such sail systems aid in the propulsion of the ship. In general, the VOSS units include sail cylinders that are driven to spin and convert wind into forward thrust to aid ship propulsion.

[0010] FIG. 1 is a plan view of a ship 100, having a bow end 105 and a stern end 1 10. Ship 100 includes a bridge deck 1 12 that supports a helm control location 120 from which a helmsman or navigator of the ship steers and controls devices to navigate the vessel for ahead operations. The helmsman's position 120 on ship 100 is located on the centerline 1 15 of the ship. This positioning of the helmsman gives the helmsman a sighting line along the keel of the ship. In some aspects, the positioning of the helmsman on the centerline of the ship (optionally in conjunction with a mast positioned on the centerline and forward of the bridge) provides a reference or aid to the helmsman in aligning the ship with the centerline axis of the ship.

[001 1 ] Ship 100 includes a number of VOSS units deployed thereon. In the example of FIG. 1 , ship 100 includes VOSS units at locations 125, 130, 135, and 145. In some embodiments, as shown in FIG. 1 , the diameter of the VOSS units is the same. In FIG. 1 , the diameter of each VOSS unit is about 5.325 meters, although other sized units may be used with the visibility systems and methods disclosed herein. In some embodiments, all of the VOSS units need not be the same size. As shown, the VOSS units are deployed forward of the helm control location 120. The VOSS units 125, 130, 135, and 145 are deployed on the upper deck of ship 100. In some embodiments, VOSS units 125, 130, 135, and 145 might be retractable (at least partially) below the upper deck supporting the VOSS units. Accordingly, VOSS units 125, 130, 135, and 145 may be located so as not to interfere with the loading, unloading, and storage capacity of cargo holds 150, 155, 160, and 165 in some embodiments.

[0012] Referring still to FIG. 1 , all of the VOSS units are located on centerline 1 15. From helm control location 120, VOSS units 125, 130, 135, and 145 may obstruct the natural forward view of the helmsman or navigator. From helm control location 120, the obscuration angle due to objects located on centerline 1 15 increases as the objects increase in size or distance from the centerline. For example, VOSS unit 125 has an obscuration angle of about 4 degrees given its diameter of about 5.325 meters and its location of about 50 meters from helm control location 120. If the diameter of VOSS unit 125 were greater (lesser), then the obscuration angle due to its location and size would be greater (lesser).

[0013] In some embodiments, the smallest obscuration angle from the helm control location 120 attributable to multiple VOSS units occurs when all of the VOSS units are aligned on centerline 1 15.

[0014] In some embodiments, such as the example of FIG. 1 where the size (i.e., diameter) of the multiple VOSS units deployed on the centerline of ship 100 are the same, the primary factor that affects the obscuration angle is the distance of the VOSS unit from the observation position 120. For example, the

obscuration due to VOSS unit 125 being the closest to helm control location 120 is about 4 degrees (illustrated by line 175 relative to centerline 1 15). The obscuration angle if VOSS unit 130 were the closest to helm control location 120 is about 2 degrees (illustrated by line 177 relative to centerline 1 15); the obscuration angle if VOSS unit 135 were the closest to helm control location 120 is about 1 degree (illustrated by line 179 relative to centerline 1 15); and the obscuration angle if VOSS unit 145 were the closest to helm control location 120 is less than 1 degree (illustrated by line 180 relative to centerline 1 15). The total maximum obscuration angle 182 is about 8 degrees due to VOSS unit 125 (similarly about 4, 2, and less than 2 degrees due to VOSS units 130, 135, and 145, respectively). As illustrated, the closer the fixed diameter device (e.g., VOSS unit) located on the centerline is to position 120, the greater the

obscuration angle caused thereby.

[0015] In some instances, an object (e.g., any fixed or movable device such as, for example, a sail, a crane, a machine or other equipment, a derrick, a VOSS unit as used in some examples disclosed herein, etc.) might be located on the deck of a ship that might exceed a maximum allowable obscuration angle. The maximum obscuration angle may be controlled by a government, state, city, country, regional waterway, industry or manufacturer imposed rule, regulation, law, mandate, and/or standard. For example, a controlling regulation may dictate that the obscuration angle shall not exceed 5 degrees (Revised Chapter V, Safety of Navigation, of the Annex to the International Convention for the Safety of Life at Sea (SOLAS V) 1 July 2002, Regulation 22).

[0016] The present disclosure includes a visibility system and method that overcomes an obscuration angle from a natural viewing position, where the obscuring device might be, for example, any fixed or movable device, including but not limited to a sail, a crane, a machine or other equipment, a derrick, a VOSS unit as disclosed herein, etc. In some embodiments, a pair or set of optics are deployed and originate at a distal location 122 and 124 relative to the natural viewing location 120. The visibility system's optics origination points 122 and 124 result in a crossover point (i.e., convergence point or point of focus) in front of bow 105 of the ship 100. The result is that the helmsman or navigator located at position 120 has an unobstructed view for the length of the ship. In this manner, the objects (e.g., one or more VOSS units) that would naturally (or previously) cause an offending obscuration angle (e.g., > 5 degrees either side of centerline / 10 degrees total) poses no obstruction angle. As shown in FIG. 1 , the line of sight for optics located at optics origination points 122 and 124 (as depicted by lines 126 and 128) crossover at 132 at about the bow extreme plus 2 meters (with about 6 degrees overlap). In the example of FIG. 1 , the optics origination points 122 and 124 are located distally about 20 meters relative to centerline 1 15, ship 100 has an overall length of about 235.67 meters, and a beam maximum of about 43 meters.

[0017] In some embodiments, the configuration relationships conveyed herein might be maintained to retain the advantages, benefits, and technical solutions disclosed herein, even though the actual dimensions might differ. In general, the visibility system herein establishes optics origination points sufficiently far enough from the viewing location (e.g., helm control location 120) to obtain a crossover point approximately the length of the ship, where the resulting view is consistent and true to the viewing location itself and does not interfere with the natural view from the viewing location.

[0018] In some embodiments, the view presented by the visibility systems and methods herein is binocular. Referring to FIG. 2, a visibility system 200 including a pair of remote optic devices 201 and 202 is illustrated. Remote optic device 202 is a full replication of remote optic device 201 but the details thereof are not repeated in FIG. 2 since remote optic devices 201 and 202 are the same to effectuate binocular vision. A remote lens is shown at 205 and a display device including a first (e.g., portside) viewer 215 and a second (e.g., starboard side) viewer 220 is shown at 210.

[0019] Remote lens 205 might include an objective that might include one or more of a wiper 225, an anti-glare objective component lens 230, and a shade/precipitation shade 235, in combination or alone. Remote optic devices 201 and 202 may be supported by or on bridge wing extensions (not shown) and constructed of materials and designs compatible with sea-worthy vessels.

Remote lens 205 may be positioned at the distal optics origination locations 122 and 124 as illustrated in FIG. 1 . That is, remote lenses of the remote optic devices 201 and 202 are configured consistent with the disclosure of FIG. 1 to obtain the benefits discussed therewith. For example, the full length lateral distance between remote lens 205 and viewing display 210 can be about 20 meters for the dimensions shown in FIG. 1 .

[0020] In the embodiment of FIG. 2, remote lens 205 is located at about the sole deck level of the bridge and display 210 is located at a comfortable viewing height above the sole deck of the bridge supporting helm control location 120. In some aspects, a representation of the overlap (i.e., crossover point) can be superimposed (e.g., mechanically or electronically) onto display 210 as a reference for the helmsman or navigator.

[0021 ] FIG. 3 is a profile view of one half (e.g., portside of starboard side) a remote optic device herein (e.g., remote optic device 201 or 303 of FIG. 2).

Remote optic device 300 would be duplicated in mirror to complete a pair of remote optic devices for a typical embodiment herein. Remote optic device 300 includes a remote lens 305, a display device or view port 310, and a mechanical conduit 320 connecting the two together. Remote lens 305 is shown protected or shielded by a shade and precipitation cover 315. Light rays 320 enter lens 305 and travel to mirror 330 where the light rays incident thereupon are reflected to mirror 335. Mirror 335 reflects and redirects light rays 320 out of display device or view port 310. As illustrated, the light rays entering and exiting remote optic device 300 are parallel to each other, indicating an unaltered or changed view of what is seen at the remote lens 305 and the display device or view port 310. In some embodiments, mirrors 330 and 335 may comprise one or more devices. In some instances, mirrors 330 and 335 may comprise high polish, low loss corrosion-proof mirrors.

[0022] As shown in FIG. 3, remote lens 305 is located at about the sole deck level of the bridge and display port or device 310 is located at a comfortable viewing height above the sole deck of the bridge supporting the helm control location.

[0023] FIG. 4 is, in some embodiments, a top-down plan view of one half (e.g., portside or starboard side) of a remote optic device herein (e.g., remote optic device 201 or 202 of FIG. 2). Remote optic device 400 can be duplicated in mirror to complete a pair of remote optic devices for a typical embodiment herein. Remote optic device 400 includes a remote lens 405 and a display device or view port 410. Remote lens 405 is shown protected or shielded by a shade and precipitation cover 415. Light rays 420 enter lens 405 and travel to mirror 430 where the incident light rays there are reflected to mirror 435. Mirror 435 reflects and redirects light rays 420 out of display device or view port 410. In some embodiments, mirrors 430 and 435 may comprise one or more devices, where such devices include high polish, low loss corrosion-proof mirrors. As illustrated the light rays entering and exiting remote optic device 400 are parallel to each other, indicating an unaltered or changed view of what is seen at the remote lens 405 and the display device or view port 410.

[0024] In some embodiments, the remote optic devices including mirrors herein may be replicated by a camera based system that includes cameras located at the remote optic origination locations. The cameras may operate to duplicate the line of sight and views obtained with the mirrored configurations herein. That is, the camera based system might operate to preserve the natural view seen from the distally located camera locations and present the same to an observer located at the helm control location. In some embodiments, the cameras may include closed circuit cameras, low light cameras, infrared cameras, and other camera technologies.

[0025] In some embodiments, a camera based system herein may include a redundant power source (e.g. , battery or other power sourced backup generator (solar, wind, etc.)) that can be used in the case of a primary power failure.

[0026] In some embodiments, a camera based system herein may be used to supplement (i.e., used in combination with) a mirror-based remote optic visibility system herein. The combination might be able to provide improved low-light visibility, as compared to a mirrored version alone.

[0027] Embodiments have been described herein solely for the purpose of illustration. Persons skilled in the art will recognize from this description that embodiments are not limited to those described, but may be practiced with modifications and alterations limited only by the spirit and scope of the appended claims.