Deflector

Abstract: A deflector which is intended for installation in the tow-line (4, 5) between a towing vessel and a tow which is located in the water, e.g. a cable with seismic sources or seismic source array, is suspended from a float (1) and is installed between a tow-point (7) on the tow-line (4) and an attachment point (8) for the further connection (5) to the tow. In order to be able to locate the deflector in a desired position in relation to the towing vessel and compensate for alterations in the effects of forces from the tow or vessel in addition to movements in the water, the tow-line (5) which leads to the tow from the deflector body (2) is attached to the deflector via a pivotable lever (10) which is situated at the same height as the deflector body's lifting force centre. The tow-point (7) for the tow-line (4) is provided at one lateral surface of the body in front of its vertical centre line. An additional deflector wing (18) may be incorporated in the tow-line (5).

Description: The invention relates to a deflector for installation in a tow-line between a towing vessel and a tow located in the water, e.g. a streamer, a cable with seismic sources or a seismic source array. When an object or different types of equipment have to be towed through the water behind a vessel for the purpose of, e.g., performing special measurements, it is often important that the tow should not follow directly behind the towing vessel but should be pulled out to the side in order to follow a specific path. This is particularly vital in the case of seismic surveys, and at present this work is generally carried out with a number of tow-lines or chains of equipment which are towed in parallel paths behind a vessel. This may entail both individual groups of seismic energy sources for transmission of seismic pulses to the seabed, or rows of such groups of energy sources, or it may involve seismic streamers which are designed to record seismic reflection signals. In order to keep such tows apart from one another and at defined distances from the side of the towing vessel, a number of different devices have been developed. Float devices with rudders have been proposed which are attached to the tow-line at a suitable distance from the vessel, and a variety of otter board devices have also been used. However, a common drawback for all of these designs has been some degree of sensitivity to sea motion, which has resulted in an erratic passage for the towed measuring equipment. This involves both the effects of wave movements on the otter board or float as well as various drift phenomena. For this reason continuous readjustments have been necessary, which have been difficult to perform, with the result that interruptions in the recording process have often had to be accepted and the tow path has not been exactly as planned. There has therefore been an urgent need for a deflector which can pull a tow out to a desired position or path behind a towing vessel and which is designed so as to "counteract" influences from its environment while at the same time adhering to a predetermined path. GB-A-216 721 discloses a travel board for controlling the opening of the mouth of a fishing net towed by a trawler-type of fishing boat. A deflector is installed in a tow-line between the trawler and the net. The deflector is situated between a tow-point on the tow-line and a connection point for connection to the net. The tow point for the tow-line is located at the side of the deflector body at a front area of the body viewed in the towing direction. The line which leads to the tow from the deflector body rear edge is attached to the body via an adjustable lever. According to the invention, there is provided a deflector as defined in the appended Claim 1. Preferred embodiments of the invention are defined in the other appended claims. It is thus possible to provide a deflector which can compensate for wave movements and other disturbances in the water, thus giving the following cable or the following equipment as smooth and steady a passage as possible. It is also possible to provide a deflector equipped with a control device, thus enabling adjustments to be made in its path so that the deflector can be positioned or moved as required, for instance by remote control from the towing vessel. A preferred deflector is based on a wing-shaped deflector body, in principle positioned vertically in the water and where the connecting elements to the lines which lead to the towing vessel and to the following tow are located in a unique manner. The deflector is provided completely submerged in the water and is suspended under a float. The following tow which is controlled by the deflector is suspended at the rear of the deflector wing and is responsible for stabilisation. The deflector's rear section is directly connected to the tow's cable and uses the cable forces to maintain its equilibrium. Thus no hydrodynamic rudder arrangements are necessary. The position of the rear section determines the angle at which the lifting force acts. It is advantageous to locate the tow-point, i.e. the connection for the line which leads to the towing vessel, lower than the deflector's centre of lift, i.e. the point at which the lateral force acts. This gives some degree of tilting of rolling motion ensuring that the deflector is always urged downwardly and does not come to the surface. The tilting is counteracted by the forces which act on the respective connecting points, especially the connection up to the float. Due to the position of the tow-point, an eccentric force will influence the upper part of the deflector which will cause it to roll or turn outwards. The float is connected with the top of the body and forms a large lever arm for rolling stability. If the float line becomes slack, e.g. due to wave effects, the deflector will roll outwards and be forced into the water until the line is tight again. Furthermore the tow-point is positioned in front of the centre line of the deflector, i.e. in front of the deflector's centre of lift. This again causes some degree of asymmetrical cooperation between the acting forces, which gives a stabilising and damping effect on forces acting in the direction of flow. The tow-point is located in front of the point for the lifting force. If an increase in local water speed occurs (large wave), the deflector's lifting force will increase. Since the cable's towing force is constant, a new state of equilibrium with a smaller angle will be established. This smaller angle will reduce the lifting force. Thus the deflector is self-damping in extreme conditions. In order to bring the following tow out of the disturbed water (downwash and vortex wake) generated by the deflector, a so called "mini-wing" may be incorporated in the tow line behind the deflector. The deflector's "self-regulating" method of operation can also be illustrated in the following way. In order to set different angles or adjust the effect of the deflector, i.e. how far out it should be deflected from the towing vessel's direction of travel, it can be advantageous to instal in the deflector body a control element which can affect the deflector's angle lever to which the tow is connected. The adjusting mechanism may be controlled both manually and by setting it before the deflector is deployed in the water, but it may also be controlled by means of a remote-control mechanism, which is equipped with an appropriate operating device. The positioning of a further, smaller deflector wing in the tow-line behind the deflector further assists in stabilizing the tow-line so that an accurate adjustment of the deflector angle is possible. The invention will be further described, by way of example, with reference to the accompanying drawings, in which: Fig. 1 is a perspective view illustrating a deflector constituting an embodiment of the invention; Fig. 2 is a plan view of the deflector of Figure 1; Fig. 3 is a perspective sketch of a deflector constituting another embodiment of the invention; Figs. 4 and 5 are schematic diagrams illustrating the forces acting on the deflectors of Figures 1 and 3, respectively, viewed from above and from the side, respectively; Fig. 6 is a schematic view illustrating the position of a deflector wing in a tow-line; and Fig. 7 shows three different views of the deflector wing of Figure 6. Figures 1 and 2 illustrate the construction of a deflector constituting an embodiment of the invention. From a float 1 on the surface of the water, there is attached at a desired distance, which is based on the depth at which the tow will be located, a deflector body 2 by means of a line 3. The line 3 is suspended above the deflector body 2, which has a winged or streamlined shape as illustrated in the drawings. The deflector body which acts as a kind of otter board is installed in the line which goes from the towing vessel to the tow, i.e. the equipment which is towed behind the vessel through the water. The part of the line which leads from the vessel to the deflector is shown as tow-line 4, whereas the cable or line which leads from the deflector to the equipment being towed is indicated by 5. The two respective attachment points to the deflector are indicated by 7 and 8. A cable which performs the necessary communication with the tow is led along the tow-line 4 and the line 5 and is indicated by 6. It is removed from the tow-line 4 in the area of the deflector and reconnected with the line 5 some distance after the connecting point 8. This cable section 6 is slack, in order to prevent it from influencing the deflector's movements. The deflector is equipped with a fitting 9 which extends substantially perpendicularly to the deflector's vertical axis. In the embodiment shown in Fig. 1, the fitting is located somewhat lower or deeper in the water than the position of the deflector's centre of lift. The centre of lift and the distribution of the lifting forces are illustrated in Fig. 5. The fitting 9 in Fig. 1 has on the side facing the tow-line 4 a flange section with holes for attaching a tow-line, preferably several holes for adjustment purposes. The attachment point is indicated by 7. At its rear end, the fitting is equipped with an angle lever, which is indicated by 10 and which is rotatable or pivotable about a point on the fitting, on the opposite side to the side which faces the tow-line 4. The attachment point 8 is located at the end of the lever 10. The angle lever 10 is connected by its second leg via a fulcrum 13 with the side of the fitting 9 which is provided with a flange. For adjusting purposes there may be provided here, as illustrated in Fig. 2, an adjustable piston cylinder mechanism 11, 12, which can cause a forward and backward movement of the angle lever fulcrum 13. This adjusting mechanism may also be of a different shape to that of a piston cylinder, and the device may be capable of being operated by a motor drive, e.g. an hydraulic motor in the deflector, or a battery-driven motor, or it could be adjusted before being deployed. The attachment point 7 is located in front of the centre of lift of the deflector wing 2. During towing in the direction of arrow A, the line 5 which leads to the tow which is controlled by the deflector will perform some degree of stabilisation of the deflector. In the embodiment illustrated in Fig. 1, the tow-point 7, i.e. the connection to the towing vessel, is located lower than the deflector's centre of lift, which gives some tilting-rolling motion which is counteracted by the force from the float and results in a tilting of the wing. Since the tow-point 7 is located in front of the centre of lift of the deflector 2, an asymmetrical cooperation will occur with the line 5 which leads to the tow. When correctly adjusted, this cooperation of forces will create a stabilising or damping effect on forces acting in the direction of flow. As illustrated in the drawing, the tow-point 7 and the connecting point 8 are located on the same horizontal plane. In order to achieve the best possible stabilising and self-adjusting effect for the deflector, the tow-point is preferably provided at a distance which lies between 1 and 3% of the deflector's height under the deflector body's centre of lift and in an area between 0 and 1/3 of the deflector wing chord length from the deflector wing front edge. Fig. 3 illustrates a preferred embodiment of the invention. In practice, experiments have demonstrated that the attaching of the tow-line to the deflector body, i.e. the positioning of this tow-point is extremely critical. Small displacements can easily lead to erratic movements in the wing, which are not critical per se, but it is advantageous to avoid such vibrations. For this purpose, a design of the tow-point has been developed as illustrated in Fig. 3. The tow-line 4 is split at point 14 into a crow's foot whose two parts 15 and 16 are attached to respective points situated one above the other on the upper and lower halves of the deflector body. It is advantageous to place these points on a level corresponding to the centre of lift of the respective half or the point at which the lifting force component acts. For the real transmission of forces, a direct connection can be kept if so desired into the fitting 9, e.g. with a chain 17, but this is not absolutely necessary. The two parts of the crow's foot 15, 16 can be of different lengths, thus allowing the position of the tow-points to be adjusted by adjusting the length of the parts 15, 16, and thus enabling the real tow-point to be positioned lower than the centre of lift. In this case the fitting 9 and the lever 10 can be located in the middle of the deflector. Fig. 4 illustrates the balance in the forces at the side of the deflector body for the tow-line 4 from the vessel and for the line 5 to the tow. An increase in the lifting force on the deflector body or the wing 2 will result in a turning as illustrated by the curved arrow. This will reduce the angle of attack of the wing 2 and give a reduction in the lifting force, which again gives a turning in the opposite direction. This demonstrates that the deflector is self-damping in the event of a local increase in the lifting force as a result of wave effects. Fig. 5 illustrates the distribution of forces on a deflector in its operating position. The deflector is here illustrated lying at an angle as it will do during towing. The deflector is depicted here merely as a line which is indicted by 2. A crow's foot arrangement has been used here with parts 15 and 16 to the tow-line 4. The force from the float acts in the direction of the line 3. The actual deflector body is divided into an upper part and a lower part, and during towing through the water the deflector wing will be influenced by the hydrodynamic forces and provide a vertical lifting force which acts on a centre point C (centre of lift) for the total force. This lifting force can be divided into an upper lifting force which acts on the upper part of the deflector wing and a lower lifting force which acts on the lower part of the wing. Both of these forces are indicated as arrows pointing towards the left of the figure, while the total lifting force is indicated as an arrow from point C. These forces are perpendicular to the deflector body length. The towing force acts as a force in the opposite direction and its point of attack is indicated by D. The location of the point will be dependent on the length of the crow's foot parts 15, 16. In the illustrated example the part 15 is longer than the part 16, thus causing point D to be below point C. The lifting force can be divided into a vertical component and a horizontal component as illustrated in the drawing. The vertical component together with the force of gravity will be compensated for by the vertical force from the float 1. The horizontal force components between towing force and lifting force will balance each other, thus maintaining the position at the desired angle as indicated by E. The forces will be balanced in this position and give a stable passage for the deflector through the water. It should be noted that there is an eccentric positioning of the centres of force influence. It will also be possible to achieve a similar effect, however, by the use of other configurations, in which the lifting force and the towing force act on the same point, but in which the force of gravity component, e.g., is made to affect the balance in another way, thus achieving the same result. All such modifications are intended to fall within the scope of the invention. For the purpose of setting different angles or effects of the deflector, i.e. how far out it should go, it can be advantageous to instal a control element in the deflector, as described above, consisting, e.g., of a piston 12 which is inserted in a cylinder 11 and which affects point 13 on the angle lever. When point 13 is pushed out in the extension of the angle lever, i.e. when the position of the angle lever 10 is altered, this brings about an alteration of the force effect on the deflector, thus forcing it to change its position and thereby result in a different position in relation to the towing direction A, thus pulling the tow further out to the side or further in. As already mentioned, the adjusting mechanism may be capable of being controlled manually by setting it before the deflector is deployed in the water and/or it may be controlled mechanically in some way after deployment. The device can also be remotely controlled if a driving motor for the mechanism is incorporated in the deflector wing. The turning mechanism 11, 12 can be given a large turning angle, up to 60°. The driving element for the turning mechanism can, e.g., also be battery driven, but it can also be controlled via electrical pulses or remote control. Fig. 6 illustrates a further embodiment of the invention in which a deflector wing 18 is positioned in the tow-line 5 at a distance x behind the deflector 2. As illustrated, the tow-line 4 from the vessel is connected to the deflector 2, which has only been schematically illustrated, and from the end of deflector 2 the tow-line 5 extends to the towed equipment. At the distance x, which may be approximately 50 metres, the wing element 18 which is smaller than the deflector is positioned vertically in the water. The wing element 18 leads to a displacement of the towed line 5 to a position outside the vertical weight provided by the deflector. Fig. 7 illustrates a possible embodiment of the "mini"-wing or wing element 18. The tow-line 5 passes through a tube-like clamping element 19 and the wing consists of a vertically positioned main wing element 20 which has a form similar to the body of the deflector, as illustrated on the Section A-A of Fig. 7. At the ends of the body 20 are positioned a weight element 21 and a buoyancy element 22 which together keep the wing element in a vertical position. The wing element 18 provides further lateral deflection of the tow. The tow is thus deflected out of the region 17 of disturbed water generated by the deflector 2.

Claims: A deflector for installation in a tow-line between a towing vessel and a tow which is located in the water, the deflector (2) being arranged to be situated between a tow-point on the tow-line and an attachment point for connection to the tow, the tow-point (7) for the tow-line (4) being located at the side of the deflector body at a front area of the body viewed in the towing direction, the line (5) which leads to the tow from the deflector body rear edge being attached to the body via an adjustable lever (10), characterized in that the deflector (2) is arranged to be suspended from a float (1) and in that the tow-point (7) is located lower than the centre of lift of the deflector body. A deflector as claimed in Claim 1, characterized in that the tow-point consists of a crow's foot (15, 16) whose parts are attached to upper and lower sections of the deflector (2) at attachment points lying on a line which is parallel to the vertical axis of the deflector body. A deflector as claimed in Claim 2, characterized in that the parts (15, 16) of the crow's foot are of different lengths. A deflector as claimed in Claim 2 or 3, characterized in that a central section of the crow's foot (15, 16) is provided with a line (17) for the transmission of force attached directly to the deflector body. A deflector as claimed in Claim 4, characterized in that the line (17) is attached to the deflector body at the same height as the adjustable lever (10). A deflector as claimed in any one of the preceding claims, characterized in that the tow-point (7) for the tow-line (4) from the towing vessel is adjustable. A deflector as claimed in any one of the preceding claims, characterized in that the tow-point (7) is provided at a distance between 1 and 3% of the height of the deflector (2) below the lift centre of the deflector body and in an area between 0 and 1/3 of the chord length of the deflector body from a front edge of the body. A deflector as claimed in any one of the preceding claims, characterized in that the adjustable lever (10) is pivotable about a maximum angle of 60°. A deflector as claimed in Claim 1, characterized in that the tow-point (7) and an attachment point (8) for a cable (5) which leads to the tow are provided in the same horizontal plane. A deflector as claimed in any one of the preceding claims, characterized in that there is provided in the tow-line a link (6), from which the seismic cables are led past the deflector body to the tow, separated from the actual tow-line. A deflector as claimed in any one of the preceding claims, characterized in that energy sources and activating devices for adjusting the adjustable lever (10) provided in the profile of the deflector body. A deflector as claimed in any one of the preceding claims, characterized in that the adjustable lever (10) is adjustable in relation to the deflector body by means of an adjusting mechanism (11, 12). A deflector as claimed in Claim 12, characterized in that the adjustable lever (10) consists of a frame construction in the shape of an elongate triangle, a first of whose apices forms the attachment point (8) for the line (5) to the tow, a second of whose apices is pivotably attached to the deflector body, and a third of whose apices is attached to the deflector body by the adjusting mechanism (11, 12). A deflector as claimed in Claim 12 or 13, characterized in that there is provided in the deflector body a drive device for the adjusting mechanism (11, 12). A deflector as claimed in any one of the preceding claims, characterised in that, in the line (5) behind the deflector body, there is provided a deflector wing (18), arranged to be positioned vertically in the water and to deflect the tow laterally out of the wake produced by the deflector (2). A deflector as claimed in Claim 15, characterised in that the deflector wing (18) is arranged to be positioned substantially 50 metres behind the deflector (2). A deflector as claimed in Claim 15 or 16, characterized in that a main body (20) of the wing (18) has the same form as the deflector (18), but is smaller, with a weight body (21) and a buoyancy body (22) at lower and upper ends respectively, of the main body (20).

Inventors: CAPPELAN HANS, ELHOLM TOR, LINDEMANN GUNNAR, SORBOTTEN OYVIND, VATNE ODD OLAV, CAPPELAN, HANS, ELHOLM, TOR, LINDEMANN, GUNNAR, SORBOTTEN, OYVIND, VATNE, ODD OLAV
Applicants: GECO AS, GECO A.S.
Application year: 1993
Main classification: B63B21
IPC codes: A01K73, G01V1, B63B21