Patent Publication Number: US-8991447-B1

Title: Ship or air deployable automated buoy refueling station for multiple manned or unmanned surface vessels

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Patent Application 61/840,349, filed Jun. 27, 2013, titled, Hummingbird Fueling station for Sea Surface Water Vessels, which is herein incorporated by reference. This application is also related to U.S. Non-Provisional Patent Application, application Ser. No. 13/929,527 now U.S. Pat. No. 8,943,992, filed concurrently with the above-cited U.S. Provisional Patent Application, also filed Jun. 27, 2013, titled “Remote Autonomous Refueling Buoy for Sea Surface Craft”, hereby incorporated herein by reference. 
    
    
     STATEMENT OF GOVERNMENT INTEREST 
     The following description was made in the performance of official duties by employees of the Department of the Navy, and, thus the claimed invention may be manufactured, used, licensed by or for the United States Government for governmental purposes without the payment of any royalties thereon. 
    
    
     TECHNICAL FIELD 
     The following description relates generally to a fueling system including a ship or air deployable automated fueling station and one or more sea surface water vessels, the fueling station including a ballast arrangement to maintain an optimal freeboard for fueling the one or more water vessels, the fueling station and the one or more water vessels including a communication arrangement for communications between the fueling station and the one or more water vessels. 
     BACKGROUND 
     This invention is directed towards a class of surface water vessels that include aluminum hulled vessels of about 40 feet that displace over 20,000 pounds of water. These vessels may be unmanned surface vessels (USVs) may be powered by diesel engines and twin propellers or waterjets. The fuel capacity is generally 400 to 800 gallons which translates to a limited endurance while performing the mission for which they were designed. All must be brought to the mission area by a larger host vessel. 
     Generally, each USV must be retrieved from the sea and brought on board the host vessel to be refueled. This reduces the percentage of time the USVs are conducting their mission, reducing their effectiveness and also causes the host vessel to remain relatively close to the mission area. While recovering, the host vessel may be restricted in course and speed, unable to launch and recover other USVs, and not able to operate other systems, which limits its efficiency. If the host vessel can only launch/recover one USV at a time (as is typically the case), this creates a queuing problem for groups of USVs and subtracts from the total mission time available as all must wait while each unit is replenished and re-launched before returning to the mission area. Deteriorating sea conditions may make recovery difficult, dangerous, or impossible and disrupt the USVs mission. 
     Recently, the U.S. Navy has been developing and working on arrangements for the at-sea refueling of USVs. There are many difficulties associated with open-water refueling, such as for example, unpredictable sea states, and difficulty in obtaining a proper connection between the USV and the fueling station to avoid spillage. It is therefore desired to have an at sea refueling station that overcomes the pitfalls of at-sea refueling, and obviates the need for using a host vessel to provide this service, allowing the host vessel to conduct other missions simultaneously or stand off from a potentially hazardous area. 
     SUMMARY 
     In one aspect, the invention a fueling system for securing and fueling a plurality of water vessels at a fueling station. In this aspect, the fueling system includes a fueling station. The fueling station has a fuel receptacle therein, a plurality of fuel nozzles, each of the plurality of fuel nozzles having a probe receiving area for receiving a probe therein. The fueling station also includes a plurality of conduits, wherein each of the plurality of conduits has an end in the fuel receptacle and another end connected to one of the fuel nozzles. The fueling station also includes a fuel sensor positioned within the fuel receptacle for determining the level fuel therein. The fueling station also a GPS receiver that calculates the geographic position of the fueling station, and a latching sensor at each of the plurality of nozzles for determining if a water vessel probe is securely attached thereto. In this aspect, the fueling system also includes a plurality of water vessels, each of the plurality of water vessels having a probe, each probe for positioning within a respective one of the probe receivers, wherein when each probe receiving fuel from the fuel receptacle via the fuel conduit. The fueling station also includes a ballast arrangement for maintaining the fueling station at a predetermined freeboard. 
     In another aspect, the invention is a ship or air deployable automated fueling station. In this aspect, the ship or air deployable automated fueling station includes a fuel receptacle therein, and a plurality of fuel nozzles. Each of the plurality of fuel nozzles has a probe receiving area for receiving a probe therein. The fueling station also includes a plurality of conduits, wherein each of the plurality of conduits has an end in the fuel receptacle and another end connected to one of the fuel nozzles. In this aspect, the fueling station also has a fuel sensor positioned within the fuel receptacle for determining the level fuel therein. Also included, is a GPS receiver that calculates the geographic position of the fueling station, and a latching sensor at each of the plurality of nozzles for determining if a water vessel is attached thereto. In this aspect, the ship or air deployable automated fueling station has a ballast arrangement for maintaining the fueling station at a predetermined freeboard. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Other features will be apparent from the description, the drawings, and the claims. 
         FIG. 1  is a schematic top view illustration of a hummingbird fueling system for securing and fueling a plurality of water vessels at a fueling station according to an embodiment of the invention. 
         FIG. 2  is a schematic illustration of a hummingbird fueling system for securing and fueling a plurality of water vessels at a fueling station according to an embodiment of the invention. 
         FIG. 3  is an exemplary controller arrangement for the hummingbird fueling system, according to an embodiment of the invention. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  is a schematic top view illustration of a hummingbird fueling system  100  for securing and fueling a plurality of water vessels  101  at a fueling station  201  according to an embodiment of the invention.  FIG. 1  schematically shows a plurality of surface water vessels  101 , each water vessel having a propulsor arrangement  150 . The propulsion arrangement  150  may include waterjet propulsion, propeller propulsion, or any other known propulsion means, or combinations thereof. The propulsion arrangement  150  may also include guiding elements such as rudders or moveable propulsors for directing the water vessel  101  in a desired direction. Each water vessel  101  may be a manned or an unmanned surface vessel, each having a forwardly projecting elongated probe  110  at the bow of the water vessel  101 . It should be noted that the water vessels  101  may have different shapes and dimensions. The probe  110  may be pivotally attached at the bow, where it pivots between a stowed position and a deployed position. The probe  110  is used to secure the water vessel  101  to the fueling station  201 . When secured to the fueling station  201 , fuel may be supplied to the water vessel  101  through the probe  110 , as outlined in U.S. Pat. No. 8,225,735, which is herein incorporated by reference in its entirety. 
       FIG. 1  also shows the fueling station  201  having a chassis  202 , and partition to provide buoyancy void  203 . The fueling station  201  may have a variety of shapes with a symmetry that allows for good balance and floating on the water. According to one embodiment, the fueling station  201  has a quarter symmetry. The fueling station  201  may be a buoy having nozzles  210  through which fuel is fed to the probe  110  of the respective water vessel. As shown, each nozzle  210  has a conical front/funnel shaped member  215  to guide the probe  110  into the nozzle  210  into a probe receiving area of the nozzle for receiving and securing the probe therein. Each nozzle  210  also includes a latching sensor  217  (see  FIG. 2 ) at the probe receiving area  216  of each of the plurality of nozzles for determining if a water vessel probe is securely attached within the nozzle  210 . As outlined below, each nozzle  210  may also include overlapping tubular elements forming a panographic arrangement, which may be connected to an actuator. When actuated, the panographic arrangement will allow for vertical adjustment to accommodate for the effects of wave motion on the bow of the vessel to facilitate latching. 
       FIG. 1A  also shows a plurality of guiding assemblies  220 , each guiding assembly comprising a pair of guide arms ( 221 ,  222 ). As shown, one arm  221  of the pair extends from one side of one of a nozzle  210 , and the other arm  222  of the pair extends from the other side of the nozzle. Each arm  221  and  222  may be pivotally attached to the chassis  202  via pivotable joints  226 , and may include two or more folding links so that the arms ( 221 ,  222 ) may be folded when not deployed. Because the fueling station  201  has a plurality of nozzles  210 , multiple water vessels  101  may be fueled simultaneously. Although  FIG. 1  shows four nozzles  210  and accompanying guiding assemblies  220 , it is within the scope of the invention to have more than four or less than four nozzles  210  and guides assemblies  220  for accommodating water vessels  101 . 
       FIG. 2  is a schematic view of the hummingbird fueling system  100  for securing and fueling a plurality of water vessels  101  at a fueling station  201  according to an embodiment of the invention.  FIG. 2  shows the chassis  202  having a bell-like shape, which as outlined above is preferably quarter symmetrical. Although not a cube, at its widest portions, the fueling station  201  may have dimensions of about 10 ft.×10 ft.×10 ft. to about 15 ft.×15 ft.×15 ft.  FIG. 1B  shows the fueling station  201  having a fuel tank/receptacle  225  for holding fuel, located at a lower portion of the chassis  202 . This shape, including the symmetry adds stability to the fueling station. Additionally, the chassis  202  has a wide flat base  205 , which allows the fueling station  201  to sit stably in an aircraft or on a flat ship deck. Additionally, the guides  221  and  222 , shown in  FIG. 1 , are pivotable downwards via the pivotable joints  226  and  228 , which allows the guides  221  and  222  to act as legs to enhance the balance of the fueling station  201  when it is stored in an aircraft or on a flat ship deck. It should be noted that for illustrative purposed only  FIG. 2  only illustrates one guide, which is representative of any guide ( 221 ,  222 ), extending downwards acting as a support leg. The fuel receptacle may hold up to several thousand gallons of water as ballast. It should be noted however, as stated above, other chassis shapes are within the scope of this invention. 
       FIG. 2  also shows the nozzles  210  and conical member  215 . As shown, the nozzles may include overlapping tubular members that form a panographic arrangement  211  allowing for extension outwards toward the probe. An actuator  212  may be used to actuate the panographic arrangement  211 . As shown, the nozzles include a receiving area  216  for receiving a probe  110  therein. Also shown is a latching sensor  217  for detecting when a probe  110  is latched within the receiving area  216 . The latching sensor  217  may include one or more proximity sensors, wherein detections are made based on the relative positions of the respective nozzle  210  and probe  110 . 
     As illustrated, conduits  230  extend from within the fuel receptacle  225  up to the nozzles. In operation, the conduits provide fuel from the fuel receptacle  225  to the nozzles  210 , to the water vessels  101 , via their respective probes  110 . Although not illustrated, known pumps and valves may be employed to pump the fuel through the conduits  230 .  FIG. 2  also shows a fuel level sensor  227  within the fuel receptacle  225 , for sensing the amount of fuel in the fuel receptacle  225 . 
       FIG. 2  shows a ballast tank  250  partitioned from the fuel receptacle  225 , via partition wall  251 , which extends down towards the base  205  of the device to allow for varying ballast as fuel is depleted. The ballast tank  250 , along with other elements of a ballast arrangement are used to maintain the fueling station  201  at a desired freeboard or vertical height with respect to the waterline  10  surrounding the fueling station  201 . The ballast arrangement also includes a water intake/outtake assembly  256 , to take in or expunge water from the ballast tank. Although not illustrated, the ballast tank arrangement includes a conventional pumping or self-filling arrangement as fuel is depleted. The ballast arrangement also includes a ballast level sensor  257  for sensing the water level inside the ballast tank  250 . As outlined below with respect to  FIG. 3 , the ballast sensor  257  and the fuel level sensor  227  communicate with a controller to maintain the fueling station at a desired vertical height/freeboard. 
       FIG. 2  shows a communications block  275 , located at the topmost part of fueling station  201 . The communications block  275  includes communications elements for communicating between the fueling station  201  and the plurality of water vessels  101 . Included are long range communication elements, which includes one or more long range transponders  280  for communications, primarily sharing GPS (location) information for calculating course of craft to intercept the fueling station  201 . Communications may be via Radio Frequency (RF) communication Line of Sight (LOS) and may be facilitated by a range of radios capable of transmitting small packets of information. Satellite Communications (SATCOM) is an alternative to extend communications out beyond the horizon. The long range transponders  280  on the fueling station communicate with corresponding long range transponders  180  on the plural of water vessels  101 . Together the long range transponders  280  and  180  form a wireless data link. Long range communications may take place, starting at a distance of about 15 nautical miles. Thus, long range communications between the fueling station  201  and a water vessel may be enabled when they are 15 nm miles apart, and may continue to when they are in contact with each other. 
     The communications block  275  also includes medium range communication elements, such as a radar  285  for communications within about a several hundred feet, with the water vessels  101  having corresponding radars  185 . Together the medium range radars  285  and  185  form a medium range communication arrangement conventionally used for docking operations. The communications block  275  may also include short range communication devices, such as transponders  295  for communicating with the water vessels  101  within about 10 feet for fine adjustment of the funnel  215  via actuation of the panographic arrangement  211  with the actuator  212 . The water vessels  101  would also have corresponding transponders  195 , the two transponders  295  and  195  forming a short range communication arrangement. Alternatively, as shown in  FIG. 2  the short range transponders  295  may be positioned lower down on the chassis  202 , closer to the nozzle  210  for more efficient communication between the fueling station  201  and the respective water vessel  101 . The short range communication device including transponders  295  and  195  may implement known technology such as electro-optical and/or infrared spectrums for providing kinematic positioning of the fueling elements.  FIG. 2  also shows the fueling station  201  having a GPS receiver  290  for calculating the geographic location of the fueling station  201 . The water vessels  101  also include a GPS receiver  190  for calculating their geographic location. 
       FIG. 2  also shows a lift hook  260  at the top of the fueling station  201 . The lift hook may be used to lift and deploy the fueling station  201 . As stated above, although not a cube, at its widest portions, the fueling station  201  may have dimensions of about 10 ft.×10 ft.×10 ft. to about 15 ft.×15 ft.×15 ft., and may carry several thousand gallons of fuel. Given its size and the weight of the fuel, the fueling station  260  may be deployed by a helicopter, which lifts the fueling station  201  by the lift hook  260 . Alternatively, the fueling station may be deployed by a large parent ship on which it is stored. Thus, the fueling station may be slid off the ramp, or may be lifted off the ship deck and placed the water by means of a crane that carries the fueling station  201  by the lift hook  260 . 
       FIG. 3  is a schematic illustration of a controller arrangement  300  for the fueling system  100 , according to an embodiment of the invention. As outlined with respect to  FIG. 1 , the fueling system  100  includes a fueling station  201  and one or more water vessels  101 . It should be noted that the controller arrangement  300  of  FIG. 3  is not an all-inclusive list of the control features of the fueling system, but merely highlights some control features, such as the control of the ballast arrangement and communications between the fueling station  201  and the one or more water vessels  101 . 
       FIG. 3  shows a fueling station controller  301 , which may be a programmable microprocessor, which controls the operations of the fueling station  201 . The controller is electronically connected to different elements of the ballast arrangement, including the water intake/outtake assembly  256 , and the ballast level sensor  257  for sensing the water level inside the ballast tank  250 . The controller is also connected to the fuel level sensor  227 .  FIG. 3  also shows the controller  301  connected to the long range transponders  280 , radars  285 , and transponders  295 . The controller  301  is also connected to the GPS receiver  290 . 
       FIG. 3  also shows one of the one or more water vessels  101 . As shown, each of the one or more water vessels includes a controller  350 , which may be a programmable microprocessor that controls the operations of the respective water vessel  101 . The vessel controller  350  is electronically connected to a propulsion arrangement  150 . As stated above, the propulsion arrangement  150  may include waterjet propulsion, propeller propulsion, or any other known propulsion means, or combinations thereof. The propulsion arrangement  150  may also include guiding elements such as rudders or moveable propulsors for directing the water vessel  101  in a desired direction. The vessel controller  350  is also connected to the long range transponder  180 , radar  185 , and short range transponder  195 . The controller  350  may also be connected to the vessel GPS receiver  190 , which determines the location of the water vessel  101 . Vessel controller  350  coupled to the long range transponder  180  allows for remote monitoring of any desired craft/vessel system parameters, and in the case of a Unmanned Surface Vehicle (USV) is the data link for control. 
     One of the benefits of the fueling system  100  is the ability to maintain the fueling station  201  at a predetermined freeboard or vertical height with respect to the surrounding water. As stated above, the ballast tank  250 , along with other elements of a ballast arrangement are used to achieve this goal. The ballast sensor  257  and the fuel level sensor  227  communicate with the controller  301  to maintain the fueling station at a desired vertical height/freeboard. In operation, the controller  301  is programmed to correlate a known fuel level in the fuel tank  225  with a known water level in the ballast tank  250 , the amount of fluid contained in one tank, counterbalances the amount in the other, thereby resulting in a desired freeboard. Consequently, as fuel from the fuel tank  225  is removed, water is added to the ballast tank  250  to make up for this loss of fuel. If fuel is added to the tank  225 , then water is removed from the ballast tank  250 . In response to a change in the fuel level, the controller  301  actuates the ballast intake/outtake assembly  256  to either add or remove water from the ballast tank  250 . The amount of water added or removed from the ballast tank  250  is determined by the change in the fuel level detected by sensor  227 . Based on readings from the ballast level sensor  257 , the controller  301  determines when the appropriate amount of water is added or removed from the tank  250 . 
     Another benefit of the fueling system  100  is the ability to have remotely located water vessels  101  communicate with the fueling station  201 . This allows the one or more water vessels  101  and the fueling station  201  to find each other over a distance, exchange information such as location data, fuel level data, and latched vessel data indicating the number of water vessels being fueled at the fueling station. Based on the exchanged information, fueling-related determinations are made, such as whether to proceed to the fueling station  201  to receive fuel. The fueling system  100  is equipped to exchange the relevant information and perform fueling activities because of the communication system. 
     As stated above, the fueling system  100  includes a communication system having a long range communication arrangement, a medium range communication arrangement for communications within about a several hundred feet, and a short range communication arrangement for communicating within about 10 feet for directing the water vessels into the fueling station so that the respective probe  110  enters the respective nozzle  210 . As outlined with respect to  FIG. 3 , the controller  301  is electronically connected to the communication elements  280 ,  285 ,  290 , and  295 , located on the fueling station  201 . The controller  301  may also receive and exchange information with the one or more water vessels  101  and a host ship or other control platform, via communication elements located on the one or more water vessels  101 . 
     Regarding the long range communications, the controllers  301  and  350  may communicate relative positions of the fueling station  201  and the one or more water vessels  101 . The GPS receivers  290  and  190  may calculate their respective positions based on radio signals received from a number of navigation satellites. Thus, for example via the above-mentioned data link, the transponder  280  at the fueling station  201  may send location data, i.e., its GPS location calculated by GPS receiver  290 , to one of the water vessels  101 , which is received by the transponder  180 . The transponder  280  may also send information such as, the amount of fuel in the tank  225  as detected by sensor  227 . The transponder  280  may also send data pertaining to the number of vessels  101  that are currently latched and being fueled at the fueling station  201 . This information is ascertained by means of the plurality of latching sensors  217  located within the receiving area of the nozzles  210 . All this data is received by the water vessel  101  via the transponder  180 . As illustrated and as outlined above, the fueling station  201  is equipped to fuel a plurality of water vessels  101  simultaneously. Thus, depending on the number of vessels  101  currently being fueled, and the amount of fuel remaining in the tank  225 , the fueling station  201  may or may not be able to accommodate another water vessel  101 . Consequently, based on the data received the vessel controller  350  determines whether to proceed to the fueling station  201  to receive fuel. If the controller  350  decides to proceed to fueling, based on GPS data received from the fueling station  201  and GPS location data from the vessel receiver  190 , the controller  350  generates navigation instructions to guide the water vessel  101  to the fueling station  201 . As the water vessel  101  proceeds towards the fueling station  201 , the GPS data may be updated by receivers  290  and  190  at regular intervals, to ensure that the vessel  101  is on path to the fueling station  201 . As the GPS data is updated, the navigation instructions may also be updated. 
     As stated above, the communication arrangement also includes a medium range communication arrangement for communications within about a several hundred feet. In operation, when a water vessel  101  is approaching the fueling station  201 , when the water vessel gets within about 1,200 ft. to about 800 ft. a data link can be established and the long range communications hands off to the medium range communications. Thus, medium range communications between the fueling station  201  and a water vessel may be enabled when they are 1,200 ft. to about 800 ft. apart, and may continue to when they are in contact with each other. The medium range communications may be radars  285  and  185 , located on the fueling station  201  and the water vessel  101 , respectively. The radars  285  and  185  communicate with greater precision than the long ranged. Based on exchanged radar signals, the water vessel  101  travels from several hundred feet out, towards the guide arms  221  and  222 , shown in  FIG. 1 . 
     The guide arms  221  and  222  help to direct the water vessel towards the nozzle at the fueling station  201 . The short range communications takes over at this point, with the transponders  295  and  195  communicating to provide the precision necessary to direct the vessel probe  110  within the nozzle  210 . Once the probe  110  is inserted into the nozzle  201 , the probe may be latched therein, and signal is sent to the fueling station controller  301  notifying that the probe  110  is securely latched therein. This information is sent to the controller  301  by latching sensors  217  located within the receiving area of the nozzles  210 . This latching and signaling system is outlined in U.S. Pat. No. 8,225,735, which as stated above, is incorporated by reference in its entirety. 
     What has been described and illustrated herein are preferred embodiments of the invention along with some variations. For example, other known communications systems may be used, such as SATCOM, VHF, HF, or the like. The terms, descriptions and figures used herein are set forth by way of illustration only and are not meant as limitations. Those skilled in the art will recognize that many variations are possible within the spirit and scope of the invention, which is intended to be defined by the following claims and their equivalents, in which all terms are meant in their broadest reasonable sense unless otherwise indicated.