RU147820U1 - BOAT OF MIXED "RIVER-SEA" SWIMMING WITH HIGH COMPLETENESS OF CIRCUITS OF THE HOUSING WITH AIR CAVING ON THE BOTTOM - Google Patents

Abstract

1. A vessel of mixed "river-sea" navigation with a large completeness of hull contours, having ship hull contours with an increased completeness of ends and an increased length of a cylindrical insert, and a propulsion and steering complex located in the stern, characterized in that it is equipped with a device for creating an air cavity .2. The vessel according to claim 1, characterized in that open propellers of increased diameter are used as the propulsion and steering complex.

Description

The utility model relates to shipbuilding and concerns the improvement of the hydrodynamic and technical and operational qualities of transport vessels of mixed river-sea navigation of increased cargo capacity and the creation of a ship's hull with reduced hydrodynamic resistance.

It is known that a mixed vessel "river-sea" sailing under the project 19610 ("Shipbuilding", No. 2 (28), 2009, published by JSC "Center for shipbuilding and ship repair technology"), designed to transport goods between river and sea ports. The hull of the vessel has the traditional contours of ships with a short cylindrical insert. In the aft part there is a propulsion system with a classic drive of propellers from the engine via a shaft line.

The disadvantage of the design of the known vessel is the limited carrying capacity and cargo capacity, which does not allow the full use of the vessel's capacity when transporting goods with a specific loading volume of more than 1.42 m ³ / t.

Also known is considered as the closest analogue vessel of a mixed "river-sea" navigation (utility model patent No. RU 137254, IPC B63B 35/00, publ. 02/10/2014). The structurally increased length of the cylindrical insert of the ship’s hull and the implementation of the bow tip in the form of a “pseudobulb” made it possible to increase the completeness of the ship’s contours and increase its volumetric displacement and carrying capacity, respectively, with a limited space of the ship passage on inland waterways.

However, increasing the completeness of the hull contours inevitably leads to an increase in the hydrodynamic resistance of the vessel and, as a result, to increased fuel consumption by the main engines and an increase in the amount of emissions of fuel combustion products into the atmosphere.

The inventive utility model is aimed at eliminating the drawback noted in the description of the prototype, which manifests itself in the form of excessive hydrodynamic resistance, characteristic of vessels with increased completeness of contours.

The signs considered as the closest to the claimed model analogue, coinciding with the essential features of the claimed utility model, are:

- increased completeness of the hull shape of the vessel due to:

- performing the nasal tip in the form of a "pseudobulb";

- increasing the length of the cylindrical insert of the housing;

- The location of the propulsion and steering complex in the stern.

The objective of the utility model is to improve the operational characteristics of vessels of increased carrying capacity and cargo capacity, which is manifested, ultimately, in increasing their economic efficiency and environmental safety (reducing the harmful effects of the vessel on the environment).

The technical result from the implementation of the utility model is to reduce the hydrodynamic resistance to movement of the hull.

As a subject of a utility model, a vessel is considered to be characterized by an increased completeness of ship's hull contours, which differs from the prototype in that it is equipped with a device for creating an air cavity on the bottom to achieve the indicated technical result.

The solution of the problem and the achievement of the specified necessary technical result is achieved as follows.

A vessel with an increased completeness of the hull contours due to the implementation of the bow tip in the form of a “pseudobulb”, an increase in the length of the hull cylindrical insert, an increase in the side height ((it accompanies an additional increase in cargo capacity and load capacity (by 6-7% compared with the prototype and an increase in the level of safety due to improvement of unsinkability indicators)), equipped with a device for creating an air cavity on the bottom. The coefficient of completeness of the contours of the underwater part of the body is increased compared to traditional rows mixed "river-sea" diving and equals 0.919, and the length of the cylindrical insert housing reaches a value of 0.67 of the length waterline.

The increase in the length of the cylindrical insert of the body made it possible not only to increase the volumetric displacement, load capacity and volume of cargo spaces, but also to increase the area of the flat section of the bottom used to place the device to create an air cavity that isolates the bottom from contact with water and thereby reduces hydrodynamic resistance (and fuel consumption of the ship).

For this purpose, a recess is made in the flat part of the bottom (indentation in the bottom), starting in the bow with a redan and passing in the stern with the stern arch in the form of an inclined plate into the main plane of the bottom, bounded on the sides by side keels and separated by two longitudinal keels into three sections isolated from each other, into which compressed air is supplied with a blower.

Six transverse visors are installed on the bottom of the recess in the form of inclined plates following each other at the same distance along the length of the recess downstream.

The longitudinal keels installed inside the recess limit the lateral movement of air and thereby increase the lateral stability of the vessel. The transverse visors provide the possibility of creating a unified air cavity with a wave profile in the recess when the ship is moving in calm water and can save an energy-saving effect when the ship is moving on a wave.

The creation of a single air cavity with a wave profile on the bottom of the vessel reduces the required power and fuel consumption by the main engines compared to the prototype by 20-25% over the entire range of travel speeds.

The use of a propulsion system with open propellers, instead of the propeller-steering columns used on the prototype, can significantly increase the diameter of the propellers and thereby increase their efficiency.

The essence of the utility model is illustrated by drawings, where:

- in FIG. 1 schematically shows a side view of a vessel of a mixed "river-sea" navigation with a large completeness of hull contours with an air cover on the bottom (here, for clarity, the recess depth is increased by about 5 times compared to its actual size);

- in FIG. 2 shows a section AA depicted in FIG. one; The numbers and letter abbreviations in the figures indicate:

1 - the bottom of the vessel;

2 - recess at the bottom of the vessel;

3 - a single air cavity with a wave profile;

4 - redan;

5 - pipeline;

6 - source of compressed air supply (blower);

7 - longitudinal keel;

8 - transverse visor;

9 - aft arch;

10 - cargo hold flooring;

OP - the main plane of the vessel.

The proposed twin-screw vessel with an air cavity on the bottom 1 (Fig. 1) contains a recess 2 for the formation of a single air cavity 3 with a wave profile. The recess begins with redan 4 and ends with a stern vault 9. The vessel also contains a forced air supply 6, connected by pipelines 5 to the recess 2 cavity to create an air cavity 3 inside the recess. Longitudinal keels 7 are placed inside the recess 2 (Fig. 2) , restricting the transverse movement of air inside the recess 2, as well as transverse visors located perpendicular to the ship’s diametrical plane, following each other along the length of the recess 2. The visors are deflected downward, forming an acute positive angle with the main plane of the vessel.

The operation of the device that creates the air cavity is as follows.

When the vessel moves, air from the forced supply source 6 through the piping system 5 is supplied to the redan 4 and to the transverse visors 8 to create an air cavity 3 inside the recess 2. The supplied air is held in the zone of reduced liquid pressure arising behind the redan 4 and transverse visors 8, in As a result, behind the redan 4 and behind each transverse visor 8, a system of separate air cavities following each other is formed. Due to the supplied air, the lengths of the individual caverns gradually increase over time, reaching their limiting values equal to the distances between the lower edges of the transverse visors 8. When the tail parts of the air caverns reach the lower edges of the transverse visors 8, they merge into a single air cavity 3 with a wave profile that closes on the aft arch 9.

At this moment, the pressure in the single cavity 3 increases, as a result of which the amplitude of the wave profile decreases, and the air-water interface moves away from the transverse visors 8, which no longer come into contact with water.

The combination of individual caverns into a single air cavity with a wave profile 3 is achieved by supplying a certain amount of air to the recess 2 cavity and choosing the location and geometric characteristics of the device elements

In connection with the presence of a recess in the bottom, the flooring of cargo holds 10 rises by an amount equal to the depth of the recess. Saving the volume of cargo holds is achieved by increasing the height of the side of the vessel by 6-7% compared with the prototype.

In the bow of the vessel, the bottom of the recess is extended to the collision bulkhead, which allows to increase the reliability of hull structures in case of possible collisions with underwater obstacles, land aground and in other emergency situations, as well as to increase the volume of bow ballast tanks and thereby ensure optimal landing of the vessel without bank and trim in any case of loading it.

When using the device for creating an air cavity, the main dimensions of the vessel are preserved, taking into account the full use of the dimensions of the locks on the inland waterways of the Unified Deepwater System of the European part of Russia.

The proposed vessel with increased completeness of the hull contours and an air cavity on the bottom allows to improve the hydrodynamic characteristics of the vessel, significantly reduce fuel consumption of the ship’s power plant, increase cargo capacity during sea transportation of goods with a small loading volume, and thereby significantly increase the economic efficiency and environmental safety of the vessel.

Claims (2)

1. A vessel of mixed "river-sea" navigation with a large completeness of the hull contours, having ship hull contours with an increased completeness of the extremities and an increased length of the cylindrical insert, and a propulsion-steering complex located in the stern, characterized in that it is equipped with a device for creating an air cavity . 2. The ship under item 1, characterized in that as propulsion and steering complex used open propellers of increased diameter.

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