JPS6114995B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a catamaran, which comprises two bodies arranged parallel to each other and spaced apart and rigidly connected to each other by a tubular strut. is equipped with a driving device and a control device, and can accommodate working equipment such as a submersible or a submersible work room or piping repair equipment between the fuselage, and a ship control unit is installed in the upper midplane in the longitudinal direction of the fuselage. A cockpit with a platform is arranged and this is firmly connected to the fuselage.

Known vessels of this type (US Pat. No. 1,757,174 and DE 2,356,537) are designed as catamarans carrying a lowerable towing gondola housed between the hulls. In this case, the catamaran or catamaran is designed as a vessel with a joined top surface, and the lowering gondola is designed as a submersible. This type of vessel is suitable for tourist purposes, but unsuitable for underwater operations. This type of vessel is also unsuitable for navigation in rough seas.

Experience in the exploration, recovery and delivery of oil and natural gas in the North Sea has shown that surface-bonded vessels are limited in their ability to sail due to frequent adverse weather conditions, especially when advancing and retreating from port to port. Time is also important.

Submersible vessels suitable for underwater operations are generally relatively small and can only be used in conjunction with surface vessels. However, surface vessels have to abandon their operating area in the event of bad weather, in which case the submersible must be taken away, even if, for example, the relatively shallow diving depth is not disturbed by waves. This also applies to submersibles equipped with water buoys that act as energy supply devices.

The object of the invention is to provide a ship which can be used as a floating and submersible working device and which can be navigated in particular in significantly different weather conditions. Furthermore, this working device would also serve as a supply and communication base for fully automated or partially automated deep-sea submersibles.

This object of the invention, starting from a ship of the kind mentioned at the outset, is to form a U-boat type hull as a solid, gas-tight body and provide it with a tank capable of being filled with water, and to convert the cockpit into a third one. Formed as a gastight body and equipped with a pressure-resistant window, the connection between the fuselage and the upper third gastight body is formed at least partially as a gastight buoyant body and its weight is reduced by the water displaced thereby. and the upper third airtight body is a buoyant body whose weight is less than the weight of the water displaced by it in the submerged state, and has the navigation characteristics of a catamaran in the floating state. The fuselage is gravitationally stabilized by the diving chamber, which is not filled with water at all or in its entirety when the upper third seal 4 is still completely or partially above the mean water line, both in fully submerged as well as in partially submerged conditions. Therefore, the fuselage can be used and navigated as a surface-restricted, attitude-stable catamaran, a gravitationally stable submersible, and a gravitationally stable partially submersible submersible. The purpose of the present invention is to provide a catamaran characterized by the following.

The catamaran of the invention is suitable not only for general use, but also for underwater operations carried out or monitored from the surface, as well as for operations carried out or monitored from semi-submerged or fully submerged conditions. Therefore, in the floating state, it is suitable as a surface vessel for navigation in good weather. In this case, the vessel benefits from the high degree of dimensional stability of a catamaran. In the event of waves, water is poured into several chambers of the fuselage, leaving only the upper airtight chamber above water. In this semi-submersible state, it is possible to work as long as the height distance between the wave crest and the wave trough is not greater than the clearance distance between the body and the upper airtight chamber. This is because the buoyancy changes due to the different depths of the joint and the airtight buoyancy body are relatively small compared to the weight of the fuselage. Therefore, an extremely stable ship condition is guaranteed even in the case of average waves.
In contrast, a catamaran with a bonded top surface would experience significant rolling in similar wave conditions. About 10 to 20 times a year as in the North Sea
In the case of rough seas that reach up to 50% of the time, the catamaran can be fully submerged. Thus, the catamaran according to the invention is not only ideal as a work platform in good weather on the one hand, but also as a base vessel for small submersibles in all weather conditions on the other hand. A particular advantage in this case is that the accommodation of small submersibles, which in the known manner was always possible only in relatively calm seas, is now reliably possible even in rough seas or even in stormy conditions. It is. This is because this can be done at sufficient depth, ie with sufficient spacing to the rough water surface. Furthermore, the catamaran according to the invention, when equipped accordingly, can not only be used directly as a working vessel for carrying out underwater works, such as for example repair work on boring sites and underwater piping systems, and welding work; It is suitable as a piping system cleaning device, as a test drilling device and a sea rescue device, as an underwater base for a deep-sea submersible, or for measuring equipment on the seabed or for boring work. Thus, the vessel according to the invention is not only practically suitable for all-weather navigation, but also very generally suitable for almost all kinds of underwater operations.

This catamaran is relatively fast both as a submersible vessel and as a surface vessel, compared to many special underwater devices, because of course the hull is formed with a natural and suitable streamlined shape, and at the same time This is because both the upper hermetic chamber and the joint portion are suitably formed.

Furthermore, during underwater work, the vessel has the advantage that, due to its twin hulls, it stands very stably and that a closed working space remains between the twin hulls.
The fuselage can thus be placed directly above the piping system in which work is being carried out.

A solo diver or a diver connected to the fuselage by a lifeline can have a pressure chamber in one or both of the fuselages, from which an outlet is provided outwardly. However, in a preferred embodiment of the invention, the upper third hermetic body includes a diver's cabin external to the atmospheric cockpit and adjustable to ambient pressure. The diver's compartment has at least one diver outlet located on its underside and which can be closed with a hatch. If the diver's elevator room is located in the third airtight body above the fuselage, there is an advantage that the diver can always pass freely without being obstructed by protruding bottom obstructions. In addition to or as an alternative to a diver's compartment in the upper hermetic body, a diver's elevator can also be provided in one of the struts connecting one of the fuselage and the upper hermetic body. In this case, the diver's hoisting room is preferably provided with at least one diver's hoisting shaft which is arranged on the underside and can be closed by a hatch.

In a preferred embodiment of the invention, an elevator is housed in the diver's elevator and a closable hatch is provided in the shaft below the elevator. In a particularly preferred embodiment, a third chamber with a closable hatch is provided between the diver's cabin and the cockpit, making it possible to adjust this third chamber to the ambient pressure and Conduits for the elevator and/or working medium (current, compressed gas, compressed fluid) are provided there. This third room can then optionally be connected to the diver's cabin and/or the cockpit via a pressure-tight door. Separating the diver lift hatch and the elevator hatch avoids the danger of the diver catching his supply conduit in the work conduit or the elevator. A connection with the diver's cabin or with the cockpit can also be made selectively via a pressure-tight door. The latter is important because repair time is important in cases where the submerged fuselage requires repair in the third room and this cannot be done by the diver.
It's advantageous. In this case, the third room is brought to atmospheric pressure, and repairs can be carried out in this state. The third chamber here acts as a partition passage, allowing movement from the cockpit to the diver's compartment and vice versa, even in submerged conditions. Additionally, the third chamber can also provide access to one or both fuselages via a support. This makes it possible to use the working device according to the invention in a very versatile manner and also provides a high level of safety in the event of an unexpected accident. This is because the necessary procedures can be carried out not only by divers but also by humans under atmospheric pressure.

Although it is possible to work in the seabed area within the depth range suitable for divers using known equipment or using the embodiments of the invention described above, it is possible to work on the seabed within the depth range suitable for divers, but due to the life network or the possibility of returning to the diving elevator. , the diver's working radius is limited. In that case, this restriction is not very important horizontally. This is because this can be taken into account by selecting or changing the location where the submersible is parked. However, as it is, it is impossible to reach the work site located much deeper than the seabed.

It is also known to eject a diver's cabin designed as a separate gas-tight body, for example a so-called gas-tight bulb (diving bell), from a surface-bonded vessel to the depth at which the working area is located. However, this type of operation is extremely weather-dependent and is very uneconomical, especially in frequent adverse weather conditions, such as for example in the North Sea, as the pot life is very short compared to the time required for a round trip. .

Work to be carried out at any depth between the seabed and the sea surface often involves repairs and transport on excavation platforms or transport platforms that are at or above the sea surface and whose supports or other parts of the equipment sometimes extend downward to the sea bed. It is an administrative task. Engaging a submersible with this type of underwater structure is not possible due to the associated risks to the structure and the submersible (due to changing currents). The boat should be constructed to be able to operate a diver at any depth above the seabed, i.e. below the water surface.To this end, in a particularly preferred embodiment of the invention, a diver elevator is provided. It is formed in a manner known per se as an independent gas-tight body, which is firmly fixed to the submersible and, after being released, is removably connected to the submersible via a traction device.

In this arrangement of the invention, the submersible is sunk to the seabed and the submersible is then separated from the submersible and raised, the submersible being separated from the submersible by means of a towing device, such as a net or chain. Link. When the diver's chamber reaches the desired height, the payout process is completed and the diver can leave the chamber at a height close to the work area and work while the submersible remains stationary on the seabed while the diver continues to work. The cabin is suspended relatively quietly below the turbulent area, like a tethered balloon, for example. After the diver returns to the elevator room, he is pulled up and docked into the submersible again. Before or after docking, the diver can reach the interior of the submersible, in particular the decompression chamber, through a partition passageway that can be accessed after docking or through other diver exit openings of the submersible.

The advantages of this method of use are, on the one hand, that the diver can reliably and safely reach any working depth range, and, on the other hand, that there is no need to bring the submersible into contact with the structure to be worked on. This means that hazards to submersibles or structures are eliminated. Furthermore, submersible vehicle use is virtually completely independent of the weather conditions prevailing above the water.
Divers use the equipment and auxiliary equipment onboard the submersible and can return to the submersible each time after completing a task. For long-term operations, an additional lifting capsule may be inserted as a connection between the diver's cabin and the submersible, and this can be used to transport the diver from the submersible to the diver's cabin or vice versa. can. Furthermore, it has the advantage that a group of divers can work at depths deeper than what a single diver can reach. In this case, the achievable depth is limited only by the achievable diving depth of the submersible. This is because a pressure different from that in the outer enclosure can be maintained in the diver's elevator chamber if the chamber is located at a deeper diving depth than the independent diver can reach. In this case, of course, the movement from the submersible to the diver's cabin and vice versa must take place via a partitioned passageway through which the diver's cabin can be accessed after docking in the submersible. On the other hand,
If the above-mentioned method is restricted to use at depths no deeper than those reachable by an independent diver, the possibility of docking the diver's cabin to the submersible can also be abandoned. In that case, the transfer from the diver's compartment to the submersible takes place via the water and the corresponding outlet opening of the submersible. Of course, embodiments in which a diver's cabin with a hatch can be docked onto a submersible are also suitable. In this case, preferably a closable docking opening is provided on the upper side of the submersible, to which the lifting opening always present on the underside of the diver's elevator compartment is matched without any strain, and in this way A passageway can be formed between the submersible and the diver's cabin. In a preferred embodiment of the invention, it is also possible to provide a docking opening on the side of the submersible. In this case, before docking, the diver's compartment is swiveled accordingly, again allowing movement through the lifting opening of the diver's compartment. It is also possible to provide auxiliary lateral closing openings in the diver's compartment for use during the docking process and to open after docking. In this case, it is not necessarily necessary to provide a partition passage in connection with the docking opening in the submersible. This is because it is possible to design the diver's cabin in such a way that it is completely closed or can be closed after docking. In this way, the pressure in the diver's elevator chamber can be adapted to the pressure inside the submersible, thus allowing movement of the diver. However, in general, it is necessary to construct a passageway directly to the decompression chamber via the docking opening, and to adjust this area to a desired pressure, especially the ambient pressure, to reliably protect divers from diving disease. can. A prescribed depressurization is started for the first time in the decompression chamber.

The diver's cabin is preferably configured to generate buoyancy in operating conditions. In this case, it is sufficient to attach a net-like or chain-like traction device to the diver's compartment and to gradually extend this traction device to bring the diver's compartment to the desired working depth. However, the diver's cabin has no buoyancy at all, and provision can also be made to fix the buoyant body to the traction device or to the cabin.

In a preferred embodiment of the invention, at least two traction devices are provided in the form of a net, which are threaded through holes installed in the largest horizontal circumference of the diving chamber. In this case, the traction device can either be attached to the hole or it can be passed loosely through the hole, in the latter case it acts only as a guide device. In the latter case, preferably the towing device reaches above the diver's compartment and is attached to its final region under tension by a buoyant body. The diver's escalation chamber is equipped with a restraining device that removably engages with the traction device and can be operated from the inside.
This also makes it possible to fix the diver's elevator at a desired height. Vertical movement of the diver's cabin can be effected by a tank in the diver's cabin that can be filled with water, producing either positive or negative buoyancy depending on the level of water filling. However, the diver's cabin can also always have a positive buoyancy and is moved vertically by means of an additional traction device via a hoist, by means of which it is paid out and pulled in.

In a preferred embodiment of the invention, an internal combustion engine is housed in at least one of the fuselages to drive a generator and/or a hydraulic pump, powering a drive motor with a drive propulsion machine, and an air channel from the internal combustion engine. It is led to the ventilation device installed in the upper third airtight body. In this case, it is possible to operate a surfaced or semi-submersible submersible with an internal combustion engine, which allows a very long submersible navigation time and provides a wide navigation radius. Furthermore, a telescope for semi-submersible navigation and/or an antenna for navigation, positioning, and communication are attached to the upper third airtight body.

Furthermore, in a preferred embodiment of the invention, at least one drive unit is provided in the upper third hermetic body in a rigid and rotatable manner to improve the maneuverability of the submersible.
The power supply to this drive takes place via the connection between the fuselage and the third hermetic chamber.

In a preferred embodiment of the invention, at least one of the connections between each fuselage and the upper third seal is formed as a passable channel in the form of a strut. in this case at least one channel leading into the cockpit and at least one further channel into the diver's cabin or into a third room of the third seal, in this case a connection between the fuselage and the third seal; The number of sections can be freely selected depending on the strength requirements of the overall structure. It is preferable to provide two (three in the case of three chambers) tubular joints between each body and the third airtight body, and further buoyant bodies in the space between the joints, that is, the pillars. Depending on the case, it can be attached. In that case, the buoyant body is divided in its horizontal cross section to prevent water from scattering here and there during partial water injection. The buoyant body increases the stability of the submersible in seawater and during surfacing. The channel provides a passable connection to the fuselage to all chambers of the upper hermetic body, thus allowing an extremely versatile use of the submersible.

The height interval between the body and the third airtight body is preferably at least equal to the height interval between a wave crest and a wave trough during average waves in the planned navigation area. This distance determines the cruising range of the catamaran according to the invention as a semi-submersible, provided that the third gas seal is still completely and partially above the mean waterline. This is because satisfactory operability in semi-submerged or partially submerged conditions can only be achieved if, on the one hand, the body is not yet submerged in the wave trough and, on the other hand, that the third gas-tight body is not yet completely submerged at the wave crest. It is from. For example, a clearance height of 5 to 6 meters is provided between the fuselage and the third airtight body, which allows the vessel to sail approximately 70 to 90% of the day even in bad weather conditions in the North Sea.

In a preferred embodiment of the invention, at least one or both of the fuselages are equipped with a compressed gas system for draining and supplying air to the diver, vacuum chamber, etc., and supplying air to the diver's cabin. The electric motor for supplying energy in the submerged state is preferably accommodated in the motor compartment of the internal combustion engine. The electric batteries required to power the electric motors are arranged as bottom ballast in both fuselages. In another embodiment of the invention, these batteries are arranged as ballast in a separate airtight chamber parallel to the lower part of the fuselage. Placing the battery in the bottom area or in a separate airtight body helps improve the weight stability of the fuselage.

Furthermore, there is provided at least one closable lift of the joint or strut between one of the fuselage and the upper third seal, which acts at the same time as an air inlet or as an outlet to the deck during surface navigation. You can also do that.

In a preferred embodiment of the invention, the fuselage is constructed in the style of an automatic ship and is provided with pressure windows in the working area to enable surveillance.

In order to further increase the sailing range of the catamaran according to the invention, according to a preferred embodiment, each of the two fuselages is fitted with one half of a swing bridge, in particular as a working bridge in the case of floating vessels and, if desired, as a carrier for submersibles. Act as a support. To improve stability, both swing bridge sections can be connected to each other, and fixed or removable connecting struts are provided between the twin hulls to reduce loads in the area between the struts and the third airtight body. let

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail with reference to embodiments thereof, with reference to the accompanying drawings.

The illustrated ship has two fuselages 1 and 2,
These are rigidly connected to the upper third airtight body 4 arranged above the fuselage 1 and 2 by means of two struts 3 in each case close to each other at the top, inclined with respect to the vertical longitudinal midplane and the vertical transverse plane. combined.
Both bodies 1 and 2 have the same shape in appearance, each consisting of one substantially cylindrical airtight body 5 extending in the longitudinal direction, and the rear end of the airtight body is connected to a drive device 6.
The bow end is constituted by a hemispherical portion 7. The fuselages 1 and 2 are constructed as U-boats. The airtight body 5 is surrounded by a sheath 8 that determines the outer shape of the fuselage 1 and 2, and a side thruster 9 is provided in the area near the deck on the bow side. The strut 3 is formed as a gas-tight tube, while the gas-tight body 5
On the other hand, it is airtightly connected to the airtight body 4 above. The upper hermetic body 4 has a cylindrical body 10 extending in the longitudinal direction, and hemispherical portions 11 and 12 are attached to both ends thereof, respectively. Approximately in the center, the gas-tight body 10 is divided by an inserted pressure-resistant partition wall 13 into a maneuvering and working space 14 serving as a cockpit and a diver's cabin 15 . Movement from the space 14 to the lifting room 15 and vice versa is possible by means of a closable hatch 16 provided in the partition wall 13.

This arrangement is such that the two columns 3 on the bow side open into the maneuvering and working space 14 and the two columns 3 on the stern side open into the diver's cabin 15. The body 10 has a viewing window 1 in the area of the maneuvering and working space 14.
6 and a hatch 17 for elevating, while the diver elevating chamber 15 is provided with an elevating machine 18. This elevator 18
is a tubular vertical shaft 1 which opens at the bottom of the diver's elevator chamber 15 and can be closed at both ends with hatches.
9, the cargo can be pulled in or out. In the stern end area of the diver's cabin 15 there is provided a diver's lift shaft 20 which can be closed at both ends with hatches. A flow sheath 21 is connected to the stern end of the airtight body 10, and a drive section 22 equipped with a propulsion device is attached to the end. Also, pillar 3
The diving chamber 4 is opened through a freely-traversable column provided with a short pipe 23 arranged substantially radially with respect to its longitudinal direction and closed by a hatch.
Movement from to fuselage 1 or 2 and vice versa is possible. In this case, the bow strut 3 opens into the atmospheric pressure area of the hermetic body 5, while at least one of the stern struts 3 opens into a chamber 24 which can be adjusted to the same pressure as in the diver's cabin 15. The second stern column 3 is provided with at least a gas-tight barrier hatch if it does not open into the corresponding room. one pillar 3
A diver elevating section 23' is attached to. A relatively small room 24 defined by a pressure-resistant partition wall 25 is adjacent on each side to one decompression chamber 26 .

The stern area of the fuselage 1 accommodates a compressed gas container 27, while the stern area of the fuselage 2 accommodates an internal combustion engine 28 in a defined space.
9 to supply energy to the fuselage. In the case of surface use, the internal combustion engine obtains the required combustion air via an air supply port 30, and in semi-submersible conditions the internal combustion engine is connected via a conduit (not shown in detail) to the upper airtight body 4. It is combined with a ventilation device 31 provided on the upper side. As an alternative to or in addition to this venting device, a floating venting device can also be used. As an alternative to or in addition to the generator 29, a hydraulic pump can also be provided, supplying the corresponding system with the working medium. During submersible operation, energy is obtained from a battery 32 arranged in the bottom of one or both of the fuselages 1 and 2, which supplies it to a drive motor 33 to drive the corresponding hydraulic pump. Drives 6 and 22 are also powered by hydraulic pumps unless an electric drive is used which can be powered directly from a battery. In addition to the ventilation device, an antenna, a lighting device, etc. are also attached to the airtight body 4.

If the fuselage is above water, the waterline 34
exists below the decks of the fuselages 1 and 2 and slightly below the horizontal tangent to the airtight body 5. When operating as a semi-submersible craft, the waterline 34' lies approximately at or slightly above the center of the clearance gap between the fuselage 1, 2 and the upper airtight body 4.

Figure 3 shows the catamaran in a floating state.
One half of the figure is a front view of the bow section, and the other half of the figure is a front view of the stern section. A half bridge 35 is pivotally attached to each of the two fuselages 1 and 2 by means of an actuating element 36. The pivot axis of the half-bridge 35 exists inside the exterior sheath 8. The half-bridge 35 provides a working space in operating conditions and in particular carries an automatic or semi-automatic submersible 37 of known construction. In the floating state,
Management and supply operations in the submersible 37 can be carried out comfortably. If the submersible 37 has to leave the base ship or be stowed there again, in calm seas it can be adjusted to the semi-submersible operating position, then the semi-bridge 35 can be swung, and then, if necessary still suspended in the lift 18. The submersible 37 that is present can be made to leave. The accommodation of the submersible 37 is carried out in a semi-submersible position on the base ship in the reverse manner, or in still seas on a submerged base ship.

The illustrated catamaran is particularly suitable as a base vessel for a submersible 37. This is because it is possible to use a submersible that is completely unaffected by the weather, and in particular, it is possible to recover the submersible while submerged without being affected by sea surface movements. Furthermore, a submerged base ship has the advantage of increasingly better communication with deeply submerged submersibles, since it can itself be located below interfaces that impair communication.

The illustrated submersible vessel is suitable not only as a base vessel for deep-dive submersibles, but also as an underwater working device, for example in plumbing work. For this purpose, as shown in FIG. 4, a grip 39 for moving or aligning the tube 38 can be provided, which grip is movable by means of actuating elements 40 and 41 and is raised in height by means of a hoist 42. It can be changed. As an alternative to or in addition to the elements 39 to 42, corresponding dredging buckets, drilling machines or hydrojet devices for spraying into seabed fissures can also be fitted.

In order to enable the fuselage to transition from a postural stability state (surface operation) to a weight stability state (submersion operation) in a desired range of semi-submersible conditions, an additional water injection hole is preferably provided between the struts 3. A possible buoyant body (not shown) is provided and is surrounded by a corresponding sheathing, preferably comprising struts 3, in order to reduce navigational resistance in submerged or semi-submerged conditions. To increase mechanical stability, both fuselages 1 and 2 are provided with transverse struts connecting them in the bow and stern areas (not shown).

The submersible catamaran shown in Figure 5 likewise has two fuselages 1 and 2, each of which is equipped with three struts that approach each other upward while being inclined relative to the vertical longitudinal midplane. 3 are rigidly connected, these struts 3 have a transverse strut 50 and a third gas-tight body 4 attached to the foremost transverse strut 50, in the central area of the central transverse strut 50 there is an upper docking opening. A chamber 51 is provided with 52 and/or lateral docking openings 53. One of these docking openings 52 or 53
A diver's lift chamber 115 can be connected to the diver's lift chamber 115, which in the closed state is gas-tight and rigidly connected to the chamber 51. The spherical diver elevating chamber 115 has a vertical shaft 120 for elevating the diver on its lower side, and a corresponding flange, connecting member, and fixing member are attached to the lower end thereof. A guide hole 54 is provided in the side of the diver elevator chamber 115,
One traction tool 55 is passed through each of them.
Traction device 5 reaching upwards by diver elevator chamber 115
A buoyant body (not shown) at the end of 5 (no reference numeral)
, thereby keeping the traction device 55 substantially vertical. Here, the diver's lift chamber 115 can be adjusted to either substantially no buoyancy, positive buoyancy, or negative buoyancy by means of a suitable water filling device. Furthermore, the diver's cabin is provided with a clamping device for fastening to the traction device 55, which can be operated from the inside and is designed as a releasable and lockable arresting device.

Usually, the diver's elevator chamber 115 is fixed to either one of the docking openings 52 or 53.
When the body dives and reaches the seabed, the working diver is placed in the diver's elevating chamber, the diver's elevating chamber 115 is separated, and positive buoyancy is given to it by drainage, and then the towing tool 55 that has been let out in advance is It can be raised to a height along which there is a work place for the diver.
The diver 56 connected to the diver elevator chamber 115 by the life net 57 can exit through the diver elevator shaft 120 after being adjusted to the ambient pressure.
After the diver 56 returns to the diver elevating room 115 after completing the work, the diver elevating shaft 120 is opened as necessary.
After closing in advance, the restraining device is released, and the desired negative buoyancy is adjusted by water injection.
15 sedimentation can be initiated. When the diver elevator chamber 115 reaches the area of the chamber 51, docking is performed at the docking opening 52 or 53. After docking, the diver leaves the diver elevator room 115, passes through the central horizontal column 50 and the column 3, passes through the chamber 24, and reaches the decompression chamber 26.

Water supply and drainage device and traction equipment 55 in the diver's elevator room
As an alternative to the above-described embodiment in which a releasable restraint device is provided for fixing the diver's compartment 115 to the diver's compartment 115, it is also possible to construct the diver's elevator chamber 115 so that it is always buoyant underwater. In this case, the traction tool 55 is directly fixed in the guide hole 54, and the diver elevating chamber 115 is raised by letting out the traction tool 55, and lowered by pulling the traction tool 55 back in. For this purpose, the central transverse column 50 is provided with a corresponding hoist, whereby traction devices (preferably two) in the form of a steel mesh are provided.
To send out or pull in.

In order to improve the mechanical stability of the connection of the two fuselages 1 and 2 to each other, transverse struts 58 are preferably additionally provided to increase the dimensional stability of the arrangement or to reduce the loads.

It will be appreciated that the present invention is particularly suitable for use as a submersible twin, but is not limited thereto, and may also be used in conjunction with any other large submersible, in which case the submersible includes: , a corresponding energy supply and the overall required known equipment.

[Brief explanation of the drawing]

Figure 1 is a partial side sectional view of a twin copper ship with a third airtight body placed above the fuselage, Figure 2 is a plan view of the catamaran according to Figure 1, and Figure 3 is a diagram of Figures 1 and 2. Figure 4 is a partially sectional front view of a catamaran with a working position on the seabed, Figure 5 is a removable diver's elevator room. 1 is a perspective view of a diving catamaran equipped with a 1, 2... Airtight body, 3... Support column, 4, 5... Airtight body, 6... Drive section, 7... Hemispherical part, 8... Exterior, 9... Side thruster, 10... Airtight body ,1
1, 12...Semispherical part, 13...Partition wall, 14...
...Work space, 15...Diver's elevating room 16...Hatch, 17...Elevating hatch, 18...Elevator, 1
9... Vertical shaft, 20... Vertical shaft for elevating divers, 21...
... Flow sheath, 22 ... Drive section, 23 ... Short pipe, 2
3'... Diver's elevating section, 24... Room, 25...
Partition wall, 26... Decompression chamber, 27... Compressed gas container, 28... Internal combustion engine, 29... Generator, 30...
...Air supply port, 31... Ventilation device, 32... Battery, 33... Drive motor, 34, 34'...
Waterline, 35...half bridge, 36...actuating element, 37
... Submersible, 38 ... Tubular part, 39 ... Grip, 40, 41 ... Actuating element, 43 ... Seabed crack, 50 ... Lateral strut, 51 ... Chamber, 5
2, 53... Docking opening, 54... Guide hole, 55... Traction tool, 56... Submersible, 57...
Life network, 58... Horizontal support, 115... Diver's elevating room, 120... Diver's elevating shaft.

Claims (1)

[Scope of Claims] 1. Two bodies arranged parallel to each other at a distance and rigidly connected to each other by a tubular strut, said bodies having a driving device and a steering device, and having a submersible between these bodies. It is possible to accommodate a boat or a diver's work room or other work equipment, and the control room has a ship's control platform located approximately in the mid-longitudinal plane above the fuselage and is rigidly connected to the fuselage. In the hull ship, the U-boat type fuselages 1 and 2 are formed as a solid airtight body 5, and a small room that can be filled with water is provided therein, and the cockpit is formed as a third airtight body 4, and a pressure-resistant window is installed in this. equipped with fuselage 1, 2 and upper third airtight body 4
The upper third gas-tight body 4 is a buoyant body whose weight is smaller than the weight of the water displaced thereby. The weight of the water displaced by it in the submerged state is smaller than that of the water, and thus the fuselage, which has the sailing characteristics of a catamaran in the floating state, will still have the upper third gas-tight body 4 in the fully submerged state as well as in the partially submerged state. Gravitationally stabilized by said chamber, which is not or entirely flooded when fully or partially above the mean waterline, the fuselage is therefore also suitable as a surface-restricted, attitude-stable catamaran. A catamaran characterized in that it can be used and navigated both as a gravitationally stable submersible and as a gravitationally stable incomplete submersible. 2. The upper third airtight body 4 has a diver elevator room 15 outside the cockpit 14 which is under atmospheric pressure, which can be adjusted to an ambient pressure. Catamaran. 3. Claim 1 or 2, characterized in that a diver outlet 23' is provided in one of the struts 3 connecting one of the bodies 1, 2 and the upper airtight body 4.
Catamaran listed in section. 4. The twin hull according to claim 2 or 3, characterized in that a diver's elevating chamber 15 is provided, and at least one diver's elevating shaft 20 that can be closed by a hatch is provided on the underside thereof. ship. 5. The diver's lift chamber 15 is further provided with a longitudinal shaft 19 with a closable hatch, in which conduits for the lift 18 and/or the working medium (current, compressed gas, compressed liquid) and/or for breathing for the diver. gas,
A catamaran according to any one of claims 2 to 4, characterized in that the catamaran is provided with a conduit for supplying fuel and the like. 6. A third room with a closable hatch is provided between the diver's elevator room 15 and the cockpit 14, which can be adjusted to the ambient pressure and where the elevator 1 can be installed.
8 and/or a conduit for the working medium (current, compressed gas, compressed liquid) and/or a conduit for supplying the diver with breathing gas, fuel, etc. A catamaran according to any of paragraph 4. 7. The catamaran according to claim 6, characterized in that the third room is connected to the diver's cabin 15 and/or the cockpit 14 via a pressure door. 8. The diver's elevating chamber 115 is formed as a single airtight body, which is firmly fixed to the horizontal struts 50 between the pillars 3 of the fuselage and is detachable. After separation, the diver's elevating chamber 115 is connected to the diver's elevating chamber via the traction device 55. 115. A catamaran according to any one of claims 1 to 7, characterized in that the catamaran is configured to be connected to a 115. 9 Diver elevator room 1 equipped with diver elevator unit 120
15. A catamaran according to claim 8, wherein the catamaran 15 can be docked through a docking opening 52 above the central transverse strut 50. 10. The catamaran according to claim 8 or 9, characterized in that the docking opening 53 for the diver elevating section 120 is provided on the side of the horizontal strut 50. 11. A catamaran according to claim 10, characterized in that the diver's elevator room 115 is further provided with a lateral, closable elevator opening. 12. Claims 8 to 11, characterized in that at least two traction devices 55 in the form of nets are provided, which are passed through holes 54 attached to the maximum horizontal outer circumference of the diver's elevator chamber 115. A catamaran listed in any of the above. 13. According to any one of claims 8 to 12, the towing device 55 is brought above the diver's elevating chamber 115 and tensioned by a buoyant body when the diver's elevating chamber 115 is in an operating state. catamaran. 14. The catamaran according to claim 12 or 13, characterized in that the diver's elevating chamber 115 is provided with a restraint that releasably engages with the traction device 55 and can be operated from inside. 15 The diver elevator chamber 115 always has positive buoyancy,
The catamaran according to any one of claims 8 to 13, wherein the catamaran can be detached and returned by maneuvering or pulling in a towing device 55 fixed to the catamaran. 16 An internal combustion engine is housed in at least one side 2 of the fuselage to drive a generator 29 and/or a hydraulic pump, and provides driving force to a drive motor or attitude control motor (6 or 22) equipped with a drive propulsion device, According to any one of claims 1 to 15, characterized in that an air channel is conducted from the internal combustion engine 28 to a ventilation device 31 provided in the third airtight body 4 above the column 3. Catamaran listed. 17. Any one of claims 1 to 16, characterized in that a telescope for semi-submersible navigation and/or an antenna for navigation, positioning, communication, etc. is attached to the upper third airtight body 4. Catamaran described as a crab. 18. Any one of claims 1 to 17, characterized in that the upper third airtight body 4 is provided with at least one drive unit, either firmly or rotatably, for improving maneuverability. Catamaran listed. 19. Claims 1 to 1, characterized in that at least one of the joints 3 between each body (1 and 2) and the upper airtight body 4 is formed as a passable channel in the form of a strut 3. A catamaran according to any of paragraph 18. 20. Catamaran according to claim 19, characterized in that a passable channel is conducted from at least one fuselage to the cockpit (14). 21 At least two to three tubular struts 3 are provided between each body (1 and 2) and the upper airtight body 4, and a buoyant body is further covered and disposed in the space between the struts as desired. 21. A catamaran according to claim 19 or 20, characterized in that it increases stability during ascent and diving processes. 22 Body (1 and 2) and upper third airtight body 4
Claim 1, characterized in that the height interval between the waves is equal to at least the height interval between the wave crest and the wave trough of the average waves in the planned navigation area.
The catamaran according to any one of Items 21 to 21. 23 At least on one side 1 of both fuselages is a compressed gas device 2 for drainage, air supply for the diver or decompression chambers 24, 26, and for the diver's lift chamber 15.
Claim 1 characterized in that 7 is provided.
The catamaran according to any one of Items 22 to 22. 24. A catamaran according to any one of claims 1 to 23, characterized in that both fuselages (1 and 2) house electric batteries as ballast in the bottom area. 25 Claims 1 to 2, characterized in that an airtight body is provided below the body (1 and 2) and parallel to the body, and an electric battery is housed therein.
A catamaran according to any of paragraph 3. 26. Claim 1, characterized in that at least one of the joint parts 3 between one of the bodies (1 and 2) and the upper third airtight body 4 is provided with a closable lifting part 23. The catamaran according to any one of Items 25 to 25. 27. A catamaran according to any one of claims 1 to 26, characterized in that the fuselage is provided with an airtight window to enable monitoring in the working area. 28 A patent claim characterized in that each half of the swing bridge 35 of the two fuselages (1 and 2) is connected so that it can act as a working bridge and, if necessary, as a support for the submersible 37, especially during floating navigation. The catamaran according to any one of items 1 to 27.