DESCRIPTION

RECOVERY DEVICE FOR A VESSEL AT SEA

The invention relates to the general field of the recovery, from a surface station, of powered surface ships or powered underwater ships. The surface station is, for example, a surface building (“surface ship” in Anglo-Saxon terminology) or a ground station, that is to say a station fixed in relation to the earth, such as, for example , a seaport.

The invention relates, more particularly, to devices for recovering ships at sea, installed on a surface station, as well as to methods for recovering ships using this type of recovery device. The invention relates in particular to the hoisting of a ship, from sea level to a position situated above sea level, for example at the level of a platform of the surface station on which the ship is intended for storage. The invention is particularly interesting for the recovery of surface ships from a surface ship, the ship and the surface ship being able to move relative to each other while being on the same wave.

[0003] A major problem in the recovery operations of a propelled, floating or submersible marine vehicle consists in securing the operations, both from the point of view of the operators called upon to intervene and from the point of view of the equipment.

[0004] Before the recovery of a ship from a surface building, the ship and the surface building are two mobiles which react to different stresses and therefore present different and uncontrollable movements on the sea. 'they are distant from each other, they constitute masses which do not risk colliding with each other. The risk of collision between these two masses is high, especially in high sea states, when a connection between these two masses is established. A solution to limit the risk of collision, when one comes to connect these two masses to each other, is to ensure a mechanical decoupling between these two masses in order to limit the transmission of movements from one to the other. 'other.

[0005] An example of a device allowing relative securing of the recovery of a ship from a surface vessel is disclosed in the French patent application filed by the applicant and whose publication number is FR3062844. This device comprises a nacelle intended to support the vessel to be recovered. The nacelle is connected to a rail fixed to the host building and extending vertically in calm sea conditions. The connecting means between the nacelle and the rail make it possible to ensure freedom of movement of the cradle in pitch, yaw, roll and heave (“pitch, yaw, roll, heave” in Anglo-Saxon terminology). The device comprises a lifting device comprising an upper frame located above the cradle and connected to the nacelle by lines whose length is adjusted by winches.

[0006] The lines are flexible elements which allow relative movement between the nacelle and the host building while forming a permanent connection between the nacelle and the host building. During the hoisting of the vessel to be recovered, once it is supported by the nacelle and connected to the rail, the reduction in the length of the lines allows the vessel to be recovered to gradually adopt the movements of the host vessel. The vessel to be salvaged can then be rigidly fixed to the host vessel with limited risk of collisions between these two antagonistic masses.

[0007] However, in high seas, when the assembly formed by the nacelle and the ship to be recovered arrives above sea level, this assembly risks swinging furiously because it is no longer damped by the 'water. Abutment elements are provided to restrain the yaw movements of the assembly, but these abutments constitute masses against which the assembly can collide with the risk of material damage.

[0008] Furthermore, in the patent application FR3062844, the nacelle may be either floating, which only makes it possible to recover surface ships, or flowing, which makes it possible to recover underwater and surface ships but with a significant risk, for ship N to come to strike the nacelle.

An object of the invention is to limit at least one of the aforementioned drawbacks.

To this end, the subject of the invention is a device for recovering a ship at sea from a surface station, the recovery device comprising:

- a cradle intended to support the ship,

- a lifting device comprising an upper frame and a set of lines connecting the cradle to the upper frame, the lengths of the lines being variable so as to make it possible to raise and lower the cradle, the set of lines comprising a first line of stabilization and a second stabilization line adapted to be in a stabilization configuration in which the first stabilization line and the second stabilization line are in tension and extend linearly, and in which a first orthogonal projection of the first stabilization line on a transverse plane defined by a z axis, linked to the upper frame and extending substantially vertically in calm sea conditions, and by a y axis orthogonal to the z axis,and a second orthogonal projection of the second stabilizing hanger on the transverse plane, are inclined relative to each other so as to make it possible to limit swinging of the cradle relative to the upper frame.

[0011] Advantageously, the vessel is intended to rest on the cradle under the effect of gravity during hoisting.

[0012] Advantageously, the device comprises an attachment connecting a first attachment point of the cradle to a second fixed attachment point, in the reception configuration, relative to the upper chassis in translation along the y axis and/or along an x axis orthogonal to the y axis and to the z axis.

In a particular embodiment, the device comprises:

- a connecting piece in connection with three degrees of freedom in rotation with the cradle,

- A guide making it possible to guide the connecting piece in translation along the z axis, relative to the upper frame, during a variation in the length of the lines.

[0014] In particular embodiments, the connecting piece is in ball joint connection or in connection with three degrees of freedom in rotation and one degree of freedom in translation along an axis parallel to an axis x linked to the upper frame and perpendicular to the y axis and to the z axis, with the cradle.

[0015] Advantageously, the recovery device is configured to recover a ship moving on the surface of the water, for example, towards the connecting piece, in calm sea conditions, preferably along an axis of advancement parallel to a x axis related to top frame and perpendicular to y axis and z axis.

[0016] In a preferred embodiment, the first orthogonal projection and the second orthogonal projection intersect.

Advantageously, the first stabilization line and the second stabilization line are able to be in a rest configuration in which the first stabilization line and the second stabilization line are in tension and in which a third orthogonal projection of the first stabilization hanger on the transverse plane and a fourth orthogonal projection of the second stabilization hanger on the transverse plane, has a lower inclination, relative to each other, than in the stabilization configuration so that swinging of the cradle relative to the upper frame is more limited when the lines are in the stabilization configuration than when they are in the rest configuration.

[0018] Advantageously, the set of lines comprises hoisting lines arranged so as to allow the cradle to be hoisted with zero heel in calm sea conditions and to adjust a trim of the cradle, each hoisting line having an orthogonal projection on the plane being able to present a single predetermined orientation by calm sea state, when the hoisting line is in tension and extends linearly.

[0019] Advantageously, the device comprises means for adjusting the lengths of the lines configured to maintain the lines of the set of lines substantially in tension during a stabilized hoisting step during which the adjustment means hoist the cradle towards the upper frame, the recovery device being in the recovery configuration and the stabilization lines being in the stabilization configuration.

[0020] Advantageously, the adjustment means are configured to maintain the lines of the set of lines in tension during the stabilized hoisting step. Advantageously, the adjustment means are configured to continuously reduce the lengths of the lines of the set of lines during the stabilized hoisting step.

[0022] Advantageously, the device comprises connecting means making it possible to connect a bow of the ship to the cradle so as to prevent movement of the ship relative to the cradle along the forward x axis.

The invention also relates to a method for stabilizing a cradle of a device according to the invention, during which the lines of the set of lines are maintained substantially in tension, the stabilizing lines being in the stabilization setup.

The invention also relates to a method of hoisting a ship at sea using a recovery device according to the invention. The hoisting method comprises a stabilized hoisting step during which the cradle is hoisted towards the upper frame under the effect of a variation in the length of the lines, the recovery device being in the recovery configuration and the stabilization lines being in the stabilization configuration.

[0025] The proposed solution makes it possible to limit the relative swing between the cradle and the surface platform. It makes it possible to limit the risk of collision between the ship to be recovered and the surface platform while being light and not bulky.

Other characteristics, details and advantages of the invention will become apparent on reading the description given with reference to the appended drawings given by way of example and which represent, respectively:

- Figure 1 is a schematic illustration of a vessel recovery device according to the invention in a reception configuration, when the cradle is in a reception orientation, before reception of a vessel,

- Figure 2 is a block diagram of means of the recovery device according to the invention,

- Figure 3 is a schematic illustration of the device for recovering a vessel according to the invention in the reception configuration, when the cradle is in a reception orientation, after reception of a vessel,

- Figure 4 is a schematic illustration of the device for recovering a vessel according to the invention in the reception configuration, when the cradle is in a hoisting orientation, after reception of a vessel,

- Figure 5 is a schematic illustration of the device for recovering a vessel according to the invention, in the reception configuration, when the cradle is in a hoisting orientation, after reception of a vessel, the stabilization lines being in a stabilization configuration,

- Figure 6 illustrates the rocking of an assembly formed by the cradle and the ship resting on the cradle, when the stabilization lines are parallel to each other (left) and when their projections on a plane (y, z) intersect (to the right),

- Figure 7 schematically shows successive views a to f, in the plane y, z, of the hoisting of the assembly formed by the ship and the cradle by re-tensioning the lines which relax under the effect of the rocking of the together in relation to the host building,

- Figure 8 schematically shows in perspective the swinging of the assembly relative to the host building,

- Figure 9 schematically represents projections of the stabilization lines in the stabilization configuration on the plane y, z,

- Figure 10 is a schematic illustration, in perspective, of the recovery device of a ship according to the invention, in the reception configuration, when the cradle is in a hoisting orientation and the assembly is above the sea ​​level,

- Figure 11 is a schematic illustration, in side view, of the recovery device of a ship according to the invention, in the reception configuration, when the cradle is in a hoisting orientation and arrives at a part height of a guide rail,

- Figure 12 is a schematic illustration, in side view, of the device for recovering a vessel according to the invention after the assembly has slid along a guide extending along the deck of the vessel,

- Figure 13 is a schematic illustration, in top view, of a cradle linked to a float having a variable angular opening, in top view (on the left), in rear view (in the middle) and in top view, after reduction of the angular opening of the float (right).

From one figure to another, the same elements are identified by the same references.

The invention relates to a device for recovering a self-propelled ship, that is to say a ship comprising means of propulsion, from a surface station on which the recovery device is mounted. The surface station can be a surface building ("surface ship" in English terminology), as in the non-limiting example of the figures.

[0029] The surface station is, for example, as a variant, a fixed station with respect to the earth, such as, for example, a quay of a seaport.

The invention applies, for example, to the recovery of autonomous vehicles or remote-controlled vehicles.

The ship to be recovered is, for example, a self-propelled surface ship, such as a USV ("Unmanned Surface Vehicle" according to Anglo-Saxon terminology) or a submersible ship, for example of the UUV type ("Unmanned Underwater Vehicle" according to the Anglo-Saxon terminology).

[0032] FIG. 1 schematically represents an example of a device D for recovering a submerged ship N located at the level of the surface S of the water (sea level), from a surface building H, called the host building. ("host ship" in Anglo-Saxon terminology) in the rest of the text. Device D is mounted on host building H.

[0033] As visible in Figure 1, the device D comprises a nacelle NA comprising a cradle B intended to support the ship N so as to allow the ship N to be hoisted under the effect of the hoisting of the cradle B.

Advantageously, the device is configured so that the vessel N is intended to rest on the cradle under the effect of gravity during hoisting. Ship N is then resting on cradle B along axis z.

[0035] The cradle B preferably has negative buoyancy, which allows the recovery of an underwater ship N sailing under water. Alternatively, the cradle B has a positive buoyancy that only allows the recovery of a vessel N sailing on the surface. Zero buoyancy is also possible.

[0036] The recovery device is intended to hoist the cradle B and therefore the ship N resting on the cradle B, from sea level or from a completely submerged position located below sea level, up to a hoisted position in which the cradle B is located facing the sea above sea level.

The hoisted position is advantageously a position located above a platform of the surface station along a vertical axis so as to be able to store the ship N on the platform, from the hoisted position. In the example of the figures, the recovery device D is capable of hoisting the ship N from sea level, to a hoisted position at an altitude greater than the main deck P, of the host building H, on which the ship N is intended to be stored. The elevation of a point is defined along a vertical axis relative to sea level. It is positive when the point is at sea level and negative when the point is below sea level.

Alternatively, the platform is, for example, a platform of a quay of a seaport. Advantageously, but not necessarily, the recovery device is able to bring the ship into a storage position on the deck of the ship from the hoisted position, by translation of the ship N along a horizontal axis in a calm sea state as is described in patent application FR3062844.

In order to allow the cradle B to be hoisted, the recovery device D comprises a lifting device LEV mounted on the host building H and comprising an upper frame CS and a set of lines 11 to 16 connecting the upper frame CS to the cradle B.

[0040] The recovery device D is able to be in a recovery configuration, as shown in Figures 1 to 11, in which the cradle B is located facing the sea, the upper frame CS is fixed relative to the

host building H and is opposite the cradle B and in which the lines 11 to 16 connect the upper frame CS to the cradle B.

In this configuration, when the lines are stretched, the cradle B is suspended from the upper frame CS by the lines 11 to 16.

The lengths of the lines 11 to 16 are variable so as to make it possible to vary a distance from the cradle B relative to the upper frame CS along a vertical axis by variations in the lengths of the lines. A reduction in the length of the lines makes it possible to hoist the cradle B towards the upper frame CS. An increase in the length of the lines makes it possible to lower the cradle B by moving it away from the upper frame CS.

[0043] The lifting device LEV makes it possible to hoist the cradle B from sea level or from a position in which the cradle B is completely submerged and below the surface of the water, to the hoisted position. , when the device D is in the recovery configuration, under the effect of a variation in the length of lines 11 to 16 of the assembly and more particularly under the effect of a reduction in their length.

[0044] The lifting device in the recovery configuration advantageously, but not necessarily, makes it possible to lower the ship N from the hoisted position to sea level or to a completely submerged position located below the level of the sea. The recovery device is then also a device for launching the ship N. This is also obtained by a variation in the length of the lines of the assembly and more particularly under the effect of an increase in the length of these lines.

The device D also comprises means for adjusting the lengths of the lines REG configured to allow the lengths of the lines to be adjusted independently of each other.

The REG adjustment means comprise a set T of motorized winches, as shown in Figure 2, allowing the lengths of the lines to be varied independently and COM control means allowing the winches of the set T to be controlled from winch as shown in figure 2.

The set T of winches comprises, for example, one winch per line, each winch being capable of adjusting the length of a single line. The winches of the set T can be controlled independently of each other by winch control means.

In addition to the lines, the recovery device comprises an AR attachment connecting a first attachment point CT of the cradle B to the host building H permanently during the hoisting of the cradle B.

[0049] The AR attachment comprises a connecting member OL connecting the first attachment point CT of the cradle B to a second fixed attachment point C, in the recovery configuration, with respect to the upper chassis CS (this is i.e. to the host building H), in translation along an x ​​axis and/or along a y axis linked to the upper frame CS and horizontal in calm sea conditions, so that the first attachment point CT is linked to at least three degrees of freedom with the second attachment point C. Thus the connecting member flexibly binds the cradle B to the host building H. The cradle B is caused to swing around the second attachment point C by state of turbulent sea.

The vertical direction is defined by the force of gravity. This direction is perpendicular to the sea surface in calm sea conditions. The sea surface, in calm sea conditions, defines the horizontal plane. The state of the sea is defined on the Douglas scale. A calm sea corresponds to a sea of ​​zero force.

The first attachment point CT is a front zone of the cradle B along the x axis, in the non-limiting embodiment of the figures.

In this case the second attachment point C is, for example, located in front of the first attachment point CT along the x axis.

In the non-limiting example of the figures, the first attachment point is a central point of a longitudinal end E1 of the cradle B. In other words, the first attachment point CT is located substantially at the center of the forward end E1 of cradle B, along the y axis in calm sea conditions.

[0054] In the non-limiting example of the figures, the AR attachment comprises a connecting member OL connecting the first attachment point CT to a first attachment point C which is a connecting piece C so that the piece of connection C is in connection with three degrees of freedom in rotation with the cradle B.

The connecting piece C is connected to a guide R fixed to the host building H, that is to say to the frame CS and making it possible to guide the connecting piece C in translation along an axis z, relative to the frame upper CS, during a variation in the length of the lines, when the recovery device is in the recovery configuration.

[0056] In the non-limiting example of Figure 1, the guide R is in the form of an elongated rail R along a longitudinal axis which is the z axis. The connecting piece C is in connection with three degrees of freedom in rotation with the cradle B and in sliding connection with the rail R along the z axis via the intermediary. The connecting piece C is connected to the cradle B leaving these degrees of freedom of movement by means of a connecting member OL. The rail R is fixed relative to the host building H when the recovery device D is in the recovery configuration and arranged so that the axis z extends substantially vertically in a calm sea state. The cradle B is then connected to the host building H via the rail R and the connecting piece C.

Thus, the cradle B is connected with one degree of freedom in translation along the z axis with the host building H (or the upper chassis CS) and with three degrees of freedom in rotation with the host building H (or CS upper frame).

As seen previously, the degree of freedom in translation along the z axis makes it possible to translate the cradle B, relative to the host building H and relative to the upper frame CS, along the z axis. The three degrees of freedom in rotation ensure a certain decoupling of the movements of the cradle B in relation to those of the host building H. Thus, when the ship N rests on the cradle B, the risks of collisions between the ship N and the host building H , in rough seas, are limited, even though the recovery device D ensures a continuous link between the host building H and the ship N. The limitation of the relative movements between ship N and the host building H can then be done gradually smoothly.

The recovery device D also includes connecting means for connecting a bow PR of the ship N to the cradle B so as to prevent movement of the ship N with respect to the cradle B along the forward x axis.

In order to secure the hoisting of the ship N when the latter is supported by the cradle B and connected to the host building H, the set of lines of the device D

comprises, according to the invention, stabilization lines 15, 16, able to be in a stabilization configuration, visible in FIG. 5, in which they are in tension, in which they extend linearly and in which their orthogonal projections on a transverse plane (y, z) linked to the upper frame CS, and therefore to the host building H, and defined by the y axis and the z axis, are inclined relative to each other. In other words, the first orthogonal projection of the first stabilization hanger 15 on the transverse plane (y, z) is inclined with respect to the second orthogonal projection of the second stabilization hanger on the transverse plane (y, z). In the stabilization configuration, the stabilization lines limit the swing of the cradle B with respect to the host building H,

This limitation of swinging is particularly advantageous when the cradle B is emerged.

It should be noted that “the lines extend linearly” means that the lines extend longitudinally along a single straight line.

In the advantageous embodiment of the figures, the stabilization lines 15, 16 are capable of being in a stabilization configuration in which the first orthogonal projection of the first stabilization line 15 on the transverse plane (y, z) crosses the second orthogonal projection of the second stabilization line on the transverse plane (y, z). The stabilizing lines 15, 16 then make it possible to ensure a good limitation of the swinging of the cradle B relative to the host building H while occupying a limited volume.

[0064] In the non-limiting embodiment of the figures, the recovery device is configured to recover, at sea, a ship N moving, at sea, for example towards the connecting piece C, in a calm sea state, preferably or essentially along an axis of advancement parallel to an x ​​axis, represented in FIG. 1, linked to the upper frame CS and perpendicular to the z axis. The direction of movement parallel to the x axis is defined as movement from back to front.

For example, the cradle B extends longitudinally along a longitudinal axis I of the cradle B, from the front end E1 of the cradle B to a rear end E2 of the cradle B, and the axis I is able to be substantially parallel to the x axis, in calm sea conditions, when the recovery device is in the recovery configuration. The front end E1 is located in front of the rear end E2 along the x axis.

Alternatively, the cradle B has substantially identical dimensions along the x axis and the y axis in calm sea conditions when the axis I is substantially horizontal. In another variant, the dimension of the cradle B along the x axis is less than the dimension of the cradle B along the y axis in a calm sea state when the axis I is substantially horizontal.

The cradle B has, advantageously but not necessarily, a general shape of a ship's hull, open, intended to substantially match the shape of the ship N when the latter rests on the cradle B so as to block the transverse movements of the ship N with respect to the cradle B. The transverse movements are movements of the vessel N along the y axis in a calm sea state. The y axis is perpendicular to x and z. This makes it possible to ensure a substantially fixed position of the ship N with respect to the cradle B when the ship N rests on the cradle B during the hoisting of the cradle B, in particular in a calm sea state.

In the case of recovery from the host building H, the recovery device D is advantageously mounted on the host building H so that the axis x is parallel to a main axis of movement p along which the host building H is primarily intended for movement. The p axis runs in the direction from the stern to the bow of the host ship H. It is usually, but not necessarily, a longitudinal axis of the host ship H along which the host ship H is extends longitudinally.

The receiving device D is advantageously mounted on the host building H so that the cradle B or its support zone ZS, on which the cradle B is intended to support the ship N, extends completely behind a transom TA of the host building H when the receiving device is in recovery configuration. This allows ship N to be retrieved from behind host ship H.

Alternatively, the receiving device D is mounted on the host building H so that the cradle B is arranged on one side of the host building H, that is to say next to the host building H, according to l y-axis. The reception device D then makes it possible to recover a ship N moving parallel to the main axis p and arriving alongside the host ship H along the axis y.

We will now describe more precisely the operation of the recovery device according to the invention and the associated recovery method.

In Figure 3, the device D is shown schematically during a reception phase of the ship N, during which the ship N is positioned above the cradle B, between the cradle B and the upper frame CS .

During the reception phase of the ship N, the stabilization lines 15, 16 are advantageously maintained in a rest configuration shown in Figure 3, in which the stabilization lines 15, 16 are taut and substantially parallel to each other. , that is to say, more generally, in which a third orthogonal projection of the first hanger is substantially parallel to the orthogonal projection of the second hanger on the transverse plane (y, z) and spaced along the y axis . This possibility of the stabilization lines 15, 16 of being in the rest configuration makes it possible not to interfere with the ship N in its movement along the axis x towards the guide R.

In a home orientation as shown in Figures 3, the cradle B has a positive attitude. In other words, in the home orientation, the rear end E2 of the cradle B is located at a lower altitude than the end E1. In other words, the end E2 is located at a greater depth than the end E1. This reception orientation facilitates and secures the arrival of the ship N opposite the cradle B, above the cradle B, when the ship N moves along the x axis. Indeed, this orientation of reception distances the cradle B from the volume in which the AUV will penetrate to come opposite the cradle B which makes it possible to limit the risks of shocks and friction between the ship N and the cradle B during this operation. The risks of damaging the vessel N are thus limited.

When the ship N comes into abutment against a stop FO, which will be described later, located in front of the ship N along the x axis, the connecting means connect the bow PR of the ship N to the cradle B so as to prevent a movement of the ship N with respect to the cradle B along an axis x forwards.

The LEV lifting device comprises a set of lines 11 to 16 comprising hoisting lines 11 to 14 and stabilizing lines 15, 16.

The lines 11 to 16 are arranged and connected to the cradle B so as to allow the hoisting of the cradle B with zero heel, the cradle B then being substantially symmetrical with respect to a vertical plane passing through the axis I, by calm sea state and in such a way as to allow the trim of the cradle B to be varied by adjusting the lengths of the lines.

In order to allow the trim of the cradle B to be adjusted, the set of lines comprises at least two lines connected to the cradle B so as to exert respective vertical tractions on the cradle B at respective points spaced apart along the axis I or, more generally, along the axis connecting the ends E1 and E2 of the cradle B. This arrangement allows the cradle B to pass from the reception orientation of FIG. 3 to a hoisting orientation, from the figure 4 in which cradle B has a zero trim in calm sea conditions.

In order to allow the cradle B to be hoisted with zero heel, in calm sea conditions, the set of lines 11 to 16 comprises at least two lines connected to the cradle B so as to exert respective vertical pulls on the cradle B at respective points spaced along the y axis by calm sea state.

[0080] Advantageously, the hoisting lines are configured in these last two ways. As a variant, it is the set of lines, including stabilization lines, which is configured in these last two ways, the number of lines can then be lower.

In the non-limiting example of the figures, the set of lines comprises two pairs of hoisting lines 11, 12 and 13, 14.

The lines 11 and 12 of the first pair of lines exert vertical tractions on the cradle B at points P1 and P2 respectively, visible in FIG. 3, located close to the end E1, substantially at the same distance from the end E1. The lines 13 and 14 of the second pair of lines exert vertical tensile forces on the cradle B at points P3 and P4, visible in FIG. 1, located close to the end E2, substantially at the same distance from the end E2. Both lines of each pair of hoist lines 11

and 12 (respectively 13 and 14) exert vertical tractions on the cradle B at points P1 and P2 (respectively P3 and P4) spaced along the axis y in calm sea conditions, arranged on either side of the plane x , z passing through connecting piece C in calm sea conditions. Advantageously, P1 and P2 (respectively P3 and P4) are separated, in calm sea conditions, by a plane parallel to the x and z axes passing through the connecting piece C.

In order to move the cradle B from the reception orientation of Figure 3 to the hoisting orientation of Figure 4, the length of the lines 13 to 14 and preferably 13 to 16 is reduced.

The ship N comes to rest on the cradle B so as to present a substantially fixed position with respect to the cradle B.

The length of the lines of the assembly is then reduced so as to hoist the cradle B in its hoisting orientation by sliding along the z axis.

The movements of the ship N begin to be controlled by the lines 11 to 16 due to the vertical traction which they exert on the cradle B. The assembly E formed by the cradle B and the ship N connected to the cradle B and resting on the cradle B can still swing relative to the host building H under the effect of the waves, due to the connection with three degrees of freedom in rotation, which provides a certain flexibility to the connection.

When the assembly E arrives above the surface of the water. The rocking of the cradle B relative to the host building H is no longer damped and can even be amplified by resonance.

In order to limit the swinging of the assembly E relative to the host building, during hoisting, in particular its component around the z axis, the stabilization lines 15 and 16 are brought into the stabilization configuration as shown. in Figure 5.

[0089] For this purpose, as visible in Figures 6 and 7, the stabilization lines 15, 16 comprise, for example, each a first longitudinal end e1, e1 'fixed to the cradle B and a second longitudinal end e2, e2' connected to the CS upper frame. The lifting device LEV comprises drive means ENT, referenced in FIG. 2, making it possible to pass the stabilization lines 15 and 16 from the rest configuration to the stabilization configuration by moving the second ends e2, e2' of each stabilization lines 15, 16 in the opposite direction along the y axis to bring the stabilization lines 15, 16 into the stabilization configuration of FIG. 5. The second end e2, e2' of each stabilization line 15, 16 is moved, approaching, along the y axis,

As shown in Figure 2, control means COM are able to control the drive means ENT.

[0091] By bringing the stabilization lines 15, 16 into the stabilization configuration, the swinging of the assembly E with respect to the host building H is limited. Indeed, when the orthogonal projections of the stabilization lines 15, 16 on the plane (y, z) intersect or, more generally, when they are inclined with respect to each other, the movement of the center of gravity of the set E is made more difficult. As represented in FIG. 6 on the left, when the stabilization lines 15, 16 are parallel to each other or in the absence of stabilization lines, the center of gravity G of the assembly E moves on a first gutter G1 in a plane transverse parallel to (y, z) up to an extreme position PE1 . The cradle B which is connected to the rail R from the front, by a connection with three degrees of freedom in rotation, undergoes a rocking which is a combination of the movements around the three axes and in particular around the z axis. When the projections of the tensioned stabilization lines 15, 16 are inclined with respect to each other, the center of gravity of the assembly moves in a second gutter G2, shown in FIG. 6 on the right, having steeper slopes. steeper than those of the first gutter G1 to an extreme position PE2. This phenomenon is accentuated when the hoisting of the cradle B continues, the slopes of the gutter on which the center of gravity can move becoming steeper. Thereby, the recovery device D according to the invention makes it possible to make the rocking of the assembly E with respect to the rail R around the axis z increasingly constrained as hoisting continues. The constraints on the movement of the assembly E relative to the host building H increase slowly and progressively while avoiding the installation of a stop which would limit its swinging but which the ship N could come to hit with risks of deterioration. of ship N.

[0092] Furthermore, this solution does not require heavy or bulky shock absorbers to dampen the rocking movement of the assembly by dissipation of energy. This solution is based on lines that are light and not bulky.

This solution also makes it possible to take advantage of the natural rocking of the cradle B relative to the host building H, under the effect of the waves, to facilitate the hoisting of the assembly E and to hoist the assembly E gently by taking advantage of the alternating phases of tension and line retention. A particular configuration of the set of winches T and of the control means COM of the set of winches can be implemented for this purpose.

[0094] Indeed, when the cradle B is in connection with three degrees of freedom in rotation with the rail R fixed to the host building H, the relative swing of the assembly E with respect to the host building H is a swing around the axes x, y and z. This rocking includes a component along the z axis which leads to a relaxation of certain lines as can be seen in view b of figure 7. However, this rocking, under the effect of the waves, is done without effort on the part of the winches T Thus, by controlling the set of winches T so as to restore or maintain tension, each time the set E swings relative to the rail R, the lines which relax or tend to relax under the effect of the swing of the set E, as shown in views c and e of Figure 7, instead of leaving them relaxed or letting them relax, as shown in views b, d and f of FIG. 7, the assembly E is hoisted while limiting the energy required for this hoisting. The rocking of the assembly E relative to the host building H is shown in perspective in figure 8.

[0095] The particular control described above makes it possible, moreover, to curb the swinging of the assembly E. Indeed, by restoring or maintaining tension in the lines which relax or which tend to relax under the effect of the swinging of the set E in a first sense, this amounts to withdrawing potential energy from the set E when the latter arrives at an extreme position in which its kinetic energy is zero. The energy of the set E at this end point is its potential energy. The reduction in the potential energy of the set E leads to a decrease in its total energy. This decrease in energy has the effect of reducing its maximum kinetic energy. Thus, the speed and the amplitude of the swing of the set E gradually decrease with each swing.

Thus the means for adjusting the lengths of the lines REG are advantageously configured to keep the lines 11 to 16 substantially taut, that is to say permanently in tension or at least during a hoisting phase of the cradle B or of the assembly E beginning when the cradle B is submerged or at least during a hoisting phase of the cradle B or of the assembly E beginning when the cradle B is emerged.

Preferably, in order to avoid any slack in the lines likely to cause irregular winding of the filiform links forming the lines 11 to 16 on the winches of the assembly T, the adjustment means REG are configured to hold the lines 11 at 16 stretched, that is to say, in tension, permanently or at least during a hoisting phase of cradle B starting when cradle B is submerged, or at least during a hoisting phase of cradle B or of the set E starting when the cradle B is emerged.

[0098] Preferably, the adjustment means REG are configured to maintain each line in constant tension.

It should be noted that if only the natural rocking of assembly E is used to hoist it, it is not possible to hoist assembly E in calm sea conditions because assembly E does not swing not relative to the host building H.

Advantageously, the adjustment means REG are configured to continuously reduce the length of each of the lines 11 to 16 during a stabilized hoisting phase during which the stabilization lines are in the stabilization configuration.

In other words, during the stabilized hoisting phase, the adjustment means REG are configured to maintain the lines 11 to 16 substantially in tension by increasing, for example, the speed of reduction of the lengths of the lines which relax or which tend to relax under the effect of the rocking of the cradle B relative to the host building H while continuing to reduce the lengths of the lines which stretch under the effect of the rocking of the cradle B relative to the host building H.

[0102] For example, if during the hoisting process, the adjustment means REG are configured to reduce the length of each line at a predetermined fixed speed for hoisting the line concerned in the absence of swinging of the cradle B relative to the rail R, then the adjustment means are configured so as to reduce the length of each line which tends to stretch under the effect of the relative swinging of the cradle B and of the rail R at a higher speed than the predetermined speed and in such a way to reduce the length of each line which tends to relax under the effect of the relative swinging of the cradle and of the rail R at a speed lower than the predetermined speed.

[0103] For this purpose, the adjustment means REG comprise, as visible in FIG. 2, means for monitoring SURV of the tension of the lines 11 to 16 making it possible to measure a physical quantity representative of the tensions of the lines, that is to say ie the inclination of the cradle B relative to the host ship H, for example around the z axis. These SURV monitoring means include, for example, an inclinometer for measuring an inclination of the lines, an acceleration sensor, a first inertial unit for measuring an orientation of the cradle and/or a second inertial unit for measuring an orientation of the host building H, at least one tension sensor, each tension sensor making it possible to measure the tension of a line.

The invention also relates to a method for stabilizing the cradle B or the assembly E consisting in maintaining the lines 11 to 16 of the assembly of lines substantially in tension, and preferably in tension, during a relative rocking of the cradle B with respect to the host building H, the recovery device being in the recovery configuration, the stabilization method comprising a step consisting in bringing the stabilization lines from the rest configuration to the stabilization configuration.

Advantageously, the stabilization method is implemented when the cradle B extends above sea level, that is to say when its support zone ZS extends above sea level. of the sea.

The invention also relates to a method for hoisting the cradle B, or the assembly E, the recovery method comprises a stabilized hoisting step of the cradle or the assembly E, for example from the level of the sea, or from a lower or higher level, to an hoisted position located above sea level, during which the lines 11 to 16 are maintained substantially in tension, and are preferably maintained in tension, while the cradle B slides along the z axis towards the upper frame CS, the recovery device D being in the recovery configuration and the stabilization lines being in the stabilization configuration.

[0107] In the case where the lines are able to pass from a rest configuration to the stabilization configuration, the method comprises a setting up step, prior to the stabilization or stabilized hoisting step, consisting in putting the lines in the stabilization configuration.

[0108] Preferably, the lines are in the stabilization configuration for the entire duration of the hoisting step or until the end of the hoisting procedure, from the moment when the cradle B is located above the sea ​​level (i.e. is emerged) or from the time that cradle B is located at sea surface level or from a position in which cradle B is totally submerged.

[0109] Preferably, the lines are kept under constant tension throughout the duration of the stabilized hoisting step and/or the stabilization process.

Advantageously, during the stabilized hoisting step, the length of each of the lines 11 to 16 of the assembly is continuously reduced. In other words, the speed of reduction in the length of each of the lines is non-zero and positive during the hoisting step.

The method advantageously comprises a step during which the cradle is moved from a home orientation to a rest orientation by adjusting the lengths of the lines. This step is prior to the stabilized hoisting step and preferably prior to the step during which the stabilization lines are placed in the stabilization configuration.

It should be noted that the inclination of the projections of the stabilization lines 15, 16 on the transverse plane (y, z), one relative to the other, also makes it possible to limit the swinging of the cradle B by relative to the host building H outside of the hoisting phases by configuring the adjustment means appropriately, in particular the component of the rocking around the z axis.

In the non-limiting example of the figures, the stabilization lines 15, 16 are connected to the cradle B so as to each exert a vertical traction on the cradle B, substantially at the level of the end E2 of the cradle B .

In other words, more generally, the stabilization lines 15, 16 are connected to the cradle B so as to each exert a vertical traction on the cradle B at a distance from the first point along the perpendicular x axis. to the plane (y, z) in calm sea state and preferably substantially at the level of an end farthest from the first point of attachment along the x axis perpendicular to the plane (y, z) in sea state calm. This makes it possible to limit the swinging of the cradle B with respect to the host building in an effective manner.

Alternatively, the stabilization lines 15, 16 each exert a vertical traction on the cradle B at a distance from the end E2 and the end E1, along the axis I.

In the non-limiting example of the figures, in the stabilization configuration, the orthogonal projections PROJ15, PROJ16 of the stabilization lines 15, and respectively 16, on the transverse plane (y, z) as represented schematically in FIG. , cross. They form an angle a between them. This angle is the difference between the oriented angle a1 formed by the orthogonal projection PROJ15 of the first stabilization hanger 15, in the plane (y, z), relative to the z axis, and the oriented angle a2 formed by the orthogonal projection PROJ16 of the second stabilization hanger 16, in the plane (y, z), relative to the z axis.

In a variant, to move the stabilization lines from the rest configuration to the stabilization configuration, the second end of each stabilization line is moved, along the y axis, towards the position occupied by the second end. of the other stabilization line in the rest configuration. This configuration requires an upper frame CS of larger dimension along the axis y with respect to the production of the figures and is detrimental to the compactness of the solution.

In a variant, the projections of the stabilization lines on the transverse plane (y, z) are inclined relative to each other in the rest position. When passing from the rest configuration to the stabilization configuration, the absolute value of the angle a formed between the projections PROJ15 and PROJ16 of the two lines increases.

As a variant, in the stabilization configuration, the orthogonal projections of the stabilization lines 15, 16 on the transverse plane (y, z) do not intersect.

Advantageously, when the orthogonal projections of the stabilization lines do not intersect in the stabilization configuration, they are inclined in the opposite direction with respect to the z axis.

In another variant, the stabilization lines 15, 16 are only able to be in the stabilization configuration. However, the stabilization lines can obstruct the passage of the ship N to come opposite the cradle. Furthermore, the projections of the stabilization lines do not intersect in the stabilization configuration, the dimension of the upper frame CS along the y axis must be greater if it is desired to obtain the same inclination between the projections of the lines on the plane (y, z) only when these projections intersect.

In Figure 10, the set E is at an intermediate altitude between sea level and deck level P.

Preferably, as shown in Figure 10, the rail R comprises a lower part BR located below the freeboard of the host building and an upper part HR located above the freeboard of the ship. The upper part of the rail HR is separable from its lower part BR and is able to slide along a guide G, for example, along the x axis. Thus, when the assembly E has been hoisted by translation along the rail R up to the hoisted position and therefore up to the upper part HR of the rail R as shown in Figure 11, the upper part of the rail HR separates from the base part BR and slides along the guide G, as visible in figure 12, to move the assembly E to a storage position in which the assembly E is entirely opposite the bridge P and rests on the bridge P . Thereby,

[0124] The upper frame CS is, for example, connected to the host building H so as to be able to be moved from a reception position in which it is located next to the deck of the ship or the rail R along the axis x to a storage position in which the upper frame CS is above the deck of the ship P. Preferably, the upper frame CS maintains its orientation around the three axes x, y, z with respect to the host vessel H.

As seen in Figure 10, the upper frame CS is, for example, connected to the host building H by a gantry PO with double spaced arms symmetrical to each other with respect to the plane x, z. Each double arm comprises a first arm B1, B2 pivotally mounted with respect to the deck P of the host building H around the same first individual axis y1 parallel to the y axis and a second individual arm BB1, BB2 of the same length as the first arm B1, B2 and pivotally mounted with respect to the bridge P of the host building H around the same second individual axis y2 parallel to the first individual axis y1 and spaced from the first individual axis y1 along the x axis. The upper frame CS is suspended from the individual arms and pivotally mounted on each of the individual arms B1, BB1; B2, BB2 around axes y3, y4 substantially parallel to the individual axes y1, y2.

[0126] Each line 11 to 16 is a portion of a longer flexible filiform link capable of being wound around one of the winches of the assembly T. By line is meant the part of the filiform link extending from a first point of the upper frame CS to a second point of the cradle B on which the filiform link exerts traction when the hanger is taut, i.e. it extends linearly from this first point to this second point. In other words, these two points are the points on which the opposing traction forces are exerted putting the line under tension. These two points are the two ends of the hanger, that is to say of the considered portion of the filiform link. The lengths of the lines, i.e. the length of the portion of the filiform link forming the line, from the first point to the second point, is adjusted by winding the filiform tie around a drum of a winch or by unwinding it from the drum. The length of the lines is not intended to be adjusted by an extension of the filiform link. In other words, the filiform link is intended to have a substantially fixed length and the length of the lines is intended to vary substantially only by a variation in the length of the filiform link from the first point to the second point.

The different lines 11 to 16 can be formed by separate threadlike links or the lines of the assembly can be formed by the same threadlike link.

In the example of the figures, the winches of the assembly T are mounted on the upper frame CS but could, as a variant, be mounted on the deck of the ship or on the cradle B.

In the example of the figures, the set of lines 11 to 16 comprises four hoisting lines and two stabilizing lines. As a variant, the set of lines could comprise a different number of hoisting and/or stabilizing lines as long as they allow the cradle B to slide along the rail R and maintain its zero list and adjust its trim.

Each hoisting line has, when all of the hoisting lines are in tension, an orthogonal projection on the plane (x, y) being able to present a single predetermined orientation in a calm sea state.

Advantageously, the hoisting lines 11 to 14 are arranged so as to be substantially parallel to each other when they are in tension. As a variant, at least one hoisting line 11 to 14 is inclined with respect to another hoisting line when they are in tension.

[0132] In the non-limiting embodiment of the figures, the AR attachment comprises a member connecting the first attachment point CT of the cradle to a connecting piece C in sliding connection with the upper frame CS, via the guide R, in the receive setup.

The first attachment point CT is connected with three degrees of freedom in rotation to the connecting piece C. Advantageously, the connecting member OL establishes a connection with six degrees of freedom (three translations and three rotations) between the cradle B and the connecting part C. As a variant, the part C is in ball joint connection with the cradle B or in connection with three degrees of freedom in rotation and with one or two degrees of freedom in translation with the cradle B. Each degree of freedom in translation

allows relative translational movement between part C and cradle B with a predetermined clearance.

Advantageously, in the case where the connecting part C is connected with three degrees of freedom in rotation and with one degree of freedom in translation with the cradle B, the degree of freedom in translation is along the x axis.

This embodiment is absolutely not limiting.

In a variant, the cradle B is moored by the first attachment point CT via a tether to the host building H, that is to say to a second attachment point fixed with respect to the upper frame CS in the reception configuration, so that the first attachment point CT is in connection with three degrees of freedom in rotation and three degrees of freedom in translation with respect to the second attachment point.

[0137] In another embodiment, the device does not have the clip.

[0138] Advantageously, as shown in the figures and visible in FIG. 1, the nacelle NA comprises a guide float F able to present a predetermined positive buoyancy. The float F is interposed between the cradle B and the upper frame CS so that the cradle B is intended to support the guide float F during the hoisting of the cradle B under the effect of a variation in the length of the lines 11 to 16 .

The cradle B is located below the upper frame CS along a vertical axis or along the z axis in calm sea conditions.

In other words, the guide float F faces the cradle B and is interposed between the cradle B and the upper frame CS along the z axis.

The float F is configured and connected to the cradle B to guide a vessel N moving forward on the surface of the water with a speed of movement comprising a positive component along an axis x towards a forward part FO of the cradle B. The front part FO of cradle B is the part of the FO float which is located forward of the FO float along the x axis in calm sea conditions.

The front part of the float FO is preferably located substantially opposite the front end E1 of the cradle B or the support zone ZS of the cradle B.

The guide float F is linked with at least three degrees of freedom in rotation with the cradle B.

This freedom allows the guide float F to move relative to the cradle B. Thus, during the reception step represented in FIG. 3, during which the cradle B, with negative buoyancy, is in the home orientation, the float F remains on the surface S of the water. There is therefore a certain distance between the float F and the cradle B along the z axis, this distance increasing from the front to the rear of the float F. This distance ensures good safety during the reception phase of the ship. It limits the risk of collisions between vessel N and cradle B, in particular from the lower part of vessel N.

Advantageously, the guide float F is movable in translation with respect to the cradle B along the z axis, the z axis being vertical in calm sea conditions. This makes it possible to limit the risk of shocks between the ship N and the cradle B, the heavy cradle B being able to move away from the float F, when it is submerged, by a translation along the z axis with respect to the float F, in lengthening the lines accordingly, which makes it possible to leave a larger volume free, in particular of greater depth to accommodate the vessel N.

The translation of the float F with respect to the cradle B can be authorized with a predetermined maximum amplitude along the z axis or can be free.

Advantageously, the float F is linked with 3 degrees of freedom in translation of the float F with respect to the cradle B.

Each translational movement along an axis perpendicular to the z axis can be authorized with a predetermined maximum amplitude along this axis.

To this end, in the non-limiting example of the figures, the float F is connected to the cradle B via the connecting piece C. The front FO of the float F is connected to the connecting piece C by a second connecting member L. The second connecting member L establishes a connection with six degrees of freedom (three translations and three rotations) between the float F and the connecting piece C, and allows each of these movements, freely or with a predetermined maximum amplitude. As a variant, the float F is in ball joint connection with the connecting part C or in connection with three degrees of freedom in rotation and with 1 or 2 degrees of freedom in translation. This variant is less advantageous from the point of view of the risk of collisions between the vessel N and the float F.

Alternatively, the float F is free in translation along the z axis relative to the cradle B. In other words, it is able to slide relative to the frame along the z axis independently of the cradle B. This allows, when of the phase of reception of the ship N, to leave a greater volume under the float, between the float and the cradle B by making it possible to immerse the cradle B as deeply as desired.

[0151] For example, the float F is connected to the rail R via a second connecting piece in sliding connection with the rail R. The second piece is separated from the first connecting piece so as to be able to slide along the rail R, independently from cradle B.

Alternatively, the float F is connected with three degrees of freedom in rotation with the cradle B and no degree of freedom in translation with the cradle B.

The recovery device D comprises a third connecting member LL making it possible to attach the bow PR of the ship N, also called the nose of the ship N in the case of submarines, to the float FO, preferably at the front FO of float F, when ship N arrives opposite the front FO of float or abuts on the front FO of float F.

This third connecting member LL thus makes it possible to connect the vessel N to the host vessel H which then tows the vessel N.

The vessel N, attached to the float F, is opposite the cradle B, bow P forwards along the x axis.

The bow PR is located substantially opposite the first longitudinal end E1 of the cradle B.

Advantageously, the third connecting member LL establishes a ball joint between the ship N and the front part FO of the float F or a connection with 6 degrees of freedom allowing movements of the ship N according to 6 degrees of freedom with a maximum amplitude predetermined for each degree of freedom. Consequently, even once the ship N is hooked by its bow PR to the host ship H, the ship N has freedom of movement in rotation and possibly along the three axes of translation relative to the ship, which makes it possible to avoid subjecting it to excessive force.

The third connecting member LL comprises, for example, a carabiner or a hook device which connects the ship to the float under the effect of a traction of the ship N on a predetermined zone of the front part FO of the float. The third connecting member LL can be passive.

[0159] As a variant, the recovery device comprises means for detecting a traction of the ship on the predetermined zone of the front part FO of the float and the control means COM are configured to control the connecting element so that it comes to connect the ship to the float when a traction of the ship on the zone of the front part of the float is detected by the detection means.

[0160] The float F has, for example, a general U-shape comprising a bottom FO disposed substantially opposite the front end of the cradle B or the front of the support zone of the cradle B, by state of calm sea. The float F comprises two wings A1 and A2 each extending longitudinally from the bottom FO, including the stop BU, to a free or rear end EA1, EA2 located behind the bottom F along the x axis, the wings A1 and A2 being separated by a plane parallel to the x and z axes passing through the bottom FO, in calm sea conditions. The ship N then enters the space delimited by the float F through an opening OV delimited by the rear ends of the wings EA1 and EA2.

[0161] The float F comprises, for example, a continuous tube in the general shape of a U, having positive buoyancy, or a set of tubes able to present the predetermined positive buoyancy, linked together so as to form the general shape of a U. Adjacent beads along a generally U-shaped curve may be contiguous or spaced apart.

[0162] Advantageously, the float F, when it has the predetermined positive buoyancy, is elastically deformable so as to dampen the impacts, that is to say to absorb the energy of the impacts, between the vessel N and the float F, in particular when the vessel N is inside the volume delimited by the guide float. Thus, the ship N does not encounter a rigid element before being attached to the float F.

[0163] The float F comprises, for example, a closed flexible envelope able to contain air and to have the general U shape. The float F can be able to be alternately inflated, to present the predetermined positive buoyancy, and deflated.

Alternatively, the float comprises a U-shaped structure covered with a flexible outer envelope, elastically compressible so as to absorb the impact energy between the vessel N and the float F when the vessel N approaches the float F and when it enters the volume delimited by the wings EA1 and EA2 and the bottom FO of the float F.

The float F is advantageously configured and connected to the cradle B to limit the movements of the ship N with respect to the cradle B along the y axis, in calm sea conditions. In this way, the longitudinal axis I of the ship N is substantially included in the plane (z, I), in a calm sea state.

[0166] In the non-limiting example of the figures, the lifting device comprises two openings G1, G2, visible in Figure 8, provided in the float F.

The lifting device comprises two connecting lines 13 and 14, taken from lines 11 to 16 which connect the cradle B to the upper frame CS. Each connecting line 13, 14 connects the cradle B to the upper frame CS by crossing an opening G1, G2 made in the float F and radially completely surrounding the connecting line 13.

In other words, two openings G1, G2 are provided in the float F and entirely delimited by the float. Each connecting hanger 13, 14 passes through one of these openings G1, G2.

Each opening G1, G2 is advantageously configured and arranged so that each connecting line 13, 14 is capable of extending substantially linearly, that is to say along a single straight line, in calm sea conditions. , when under tension.

The passage of the connecting lines 13, 14 through the float F makes it possible to limit an amplitude of a rotation of the float F relative to the cradle B around an axis perpendicular to the z axis of the rail.

This facilitates the approach of the ship N. Moreover, once the ship N is engaged between the wings of the float F and when its bow PR is linked to the float F, the connection of the cradle B to the frame at the across the float F makes it possible to bring the longitudinal axis 11 of the ship N closer to the plane (x, z) in a calm sea state, with relative flexibility, before the ship N comes to rest on the cradle B. Indeed, the flexibility of the connecting lines 13, 14 allows a certain oscillation of the ship N around the axis z but the tension of the connecting lines 13, 14 brings the longitudinal axis 11 of the ship N closer to the plane (x, z) by state of calm sea. This configuration therefore makes it possible to orient the ship N flexibly, in the direction allowing it to cooperate optimally with the cradle B, when one comes to bring the cradle B in the hoisting orientation, then when one hoists it. The connecting lines serve as a guide for the cradle B.

Advantageously, the connecting lines 13, 14 exert vertical tractions on the cradle B substantially at the level of the rear end E2 of the cradle B. This makes it possible to promote the flexible placement permitted by the connecting lines.

Advantageously, the connecting lines 13, 14 comprise two lines exerting vertical tractions on the cradle B at distant points along the y axis when they are stretched. In the non-limiting example of the figures, the first opening G1 is under the first wing A1 and the second opening G2 crosses the second wing A2.

Advantageously, the lifting device comprises two connecting lines 13, 14 capable of being separated by a plane (x, z) passing forward FO in calm sea conditions. This ensures symmetrical stabilization of the float F around the plane (x, z).

The device could as a variant comprise a single or more than two connecting lines.

[0176] In the example of Figures 1 to 12, the float F has an angular opening around an axis capable of being parallel to the z axis in calm sea conditions and a length along the x axis that is substantially fixed when it has the predetermined positive buoyancy.

As a variant, the float has a variable angular opening around an axis capable of being parallel to the z axis in calm sea conditions and/or a variable length.

In the example of Figure 13, the float FF differs from that of the previous figures, in that it has a variable angular opening. Furthermore, the device differs from that of the preceding figures, in that it does not include stabilization lines. It could, as a variant, comprise stabilization lines.

Its two wings AA1 and AA2 are capable of pivoting relative to each other around an axis z1 likely to be parallel to the axis z in calm sea conditions. The wings are connected by a torsion spring RES which tends to give the float F a large angular reception opening there as represented schematically in top view in the left view of FIG. 13 and in rear view in the view of the environment. The angular reception opening ya is obtained under the effect of an appropriate elongation of the suspension lines of the connections 13, 14 making it possible to relax the connection lines 13, 14 which allow the wings AA1 and AA2 to move apart under the effect of the force exerted by the spring. The connecting lines 13 and 14 extend along a curved line comprising two substantially straight lines.

CLAIMS

1 . Device for recovering a ship (N) at sea from a surface station (H), the recovery device comprising:

- a cradle (B) intended to support the ship (N),

- a lifting device (LEV) comprising an upper frame (CS) and a set of lines (11, 12, 13, 14, 15, 16) connecting the cradle (B) to the upper frame (CS), lengths of the lines being variable so as to allow raising and lowering of the cradle (B),

the set of lines comprising a first stabilization line (15) and a second stabilization line (16) adapted to be in a stabilization configuration in which the first stabilization line (15) and the second stabilization line (16) are in tension and extend linearly, and in which a first orthogonal projection of the first stabilization hanger (15) on a transverse plane (y, z) defined by an axis z, linked to the upper frame (CS) and extending substantially vertically in calm sea conditions, and by a y axis orthogonal to the z axis, and a second orthogonal projection of the second stabilization line (16) on the transverse plane,are inclined with respect to each other so as to make it possible to limit swinging of the cradle (B) with respect to the upper frame (CS).

2. Recovery device according to the preceding claim, wherein the vessel is intended to rest on the cradle under the effect of gravity during hoisting.

3. Recovery device according to any one of the preceding claims, comprising a fastener connecting a first attachment point of the cradle (B) to a second fixed attachment point, in the reception configuration, with respect to the upper frame ( CS) in translation along the y axis and/or along an x ​​axis orthogonal to the y axis and to the z axis.

4. Recovery device according to any one of the preceding claims, comprising:

- a connecting piece (C) in connection with three degrees of freedom in rotation with the cradle (B),

- a guide (R) making it possible to guide the connecting piece (C) in translation along the z axis, relative to the upper frame (CS), during a variation in the length of the lines.

5. Recovery device according to the preceding claim, wherein the connecting piece is in ball joint connection or in connection with three degrees of freedom in rotation and one degree of freedom in translation along an axis parallel to an axis x linked to the upper frame ( CS) and perpendicular to the y axis and the z axis, with the cradle.

6. Recovery device according to any one of the preceding claims, in which the recovery device (D) is configured to recover a ship (N) moving on the surface of the water) in calm sea conditions, preferably according to a feed axis parallel to an x ​​axis linked to the upper frame (CS) and perpendicular to the y axis and to the z axis.

7. A retrieval device according to any preceding claim, wherein the first orthogonal projection and the second orthogonal projection intersect.

8. Recovery device according to any one of the preceding claims, in which the first stabilization hanger (15) and the second stabilization hanger (16) are able to be in a rest configuration in which the first stabilization hanger ( 15) and the second stabilization line (16) are in tension and in which a third orthogonal projection of the first stabilization line (15) on the transverse plane and a fourth orthogonal projection of the second stabilization line (16) on the transverse plane, has a lower inclination, one relative to the other, than in the stabilization configuration,so that swinging of the cradle (B) relative to the upper frame (CS) is more limited when the lines are in the stabilization configuration than when they are in the rest configuration.

9. Recovery device according to any one of the preceding claims, in which the set of lines (11, 12, 13, 14, 15, 16) further comprises hoisting lines arranged so as to allow the cradle to be hoisted. (B) with zero list in calm seas and adjusting a cradle trim (B).

10. Recovery device according to the preceding claim, in which each hoisting line having an orthogonal projection on the plane (x, y) able to present a single predetermined orientation in a state of calm sea, when the hoisting line is in tension and extends linearly.

11. Recovery device according to any one of the preceding claims, comprising means for adjusting the lengths of the lines configured to maintain the lines of the set of lines substantially in tension during a stabilized hoisting step during which the means adjusters hoist the cradle (B) towards the upper frame (CS), the recovery device being in the recovery configuration and the stabilization lines being in the stabilization configuration.

12. Recovery device according to the preceding claim, in which the adjustment means are configured to maintain the lines of the set of lines in tension during the stabilized hoisting step.

13. Recovery device according to any one of claims 11 and 12, wherein the adjustment means are configured to continuously reduce the lengths of the lines of the set of lines during the stabilized hoisting step.

14. Recovery device according to any one of the preceding claims, comprising connecting means making it possible to connect a bow (PR) of the ship (N) to the cradle (B) so as to prevent movement of the ship (N) relative to the cradle (B) along the x axis forwards.

15. A method of stabilizing a cradle (B) of a recovery device according to any one of the preceding claims, during which the lines of the set of lines are maintained substantially in

tension, the stabilization lines being in the stabilization configuration.

16. A method of hoisting a ship at sea using a recovery device according to any one of claims 1 to 14, comprising a stabilized hoisting step during which the cradle (B) is hoisted towards the upper frame (CS ) under the effect of a variation in the length of the lines, the recovery device being in the recovery configuration and the stabilization lines being in the stabilization configuration.