RU2155695C1 - Transport trimaran and method of loading/unloading and transportation of cargoes - Google Patents

Abstract

FIELD: shipbuilding; designing transport trimarans; technology of loading/unloading and transportation of cargoes. SUBSTANCE: trimarans may serve various purposes. Proposed vessel has center hull and side hulls; center hull may be connected with and disconnected from side hulls. Shipboard power plants are arranged in her side hulls. Side hulls may be used for placing inter-hull extensible fasteners in them. Steering gears may be arranged in side hulls of trimaran. Loading, unloading and transportation of cargoes will be effected by means of transport trimaran. Loading/unloading of cargoes consists in connection of center hull with and disconnection of it from side hulls. Transportation is effected by securing center hull to side hulls by means of inter-hull fasteners. EFFECT: improved service characteristics of trimaran. 4 cl, 4 dwg

Description

 The invention relates to shipbuilding, and specifically to the construction of transport ships. It can be cargo, passenger and other vessels.

 Known vessels for the transport of goods (US 4348972 A, SU 1217717 A, SU 1625768 A and FR 2533192 A), including the main hull, lifting and unloading devices and other deck equipment, as well as auxiliary hulls on the sides of the main hull, serving to increase stability and carrying capacity of the vessel.

 A disadvantage of previously known technical solutions is the small maneuverability of the vessel, especially at low speeds, a large inertial braking distance, and a relatively low speed of cargo handling.

 The purpose of the present invention is to expand the speed range of the vessel, and thus increase the speed of delivery of goods and passengers, improve cargo handling operations, reduce the loading and unloading operations of the vessel to one operation - docking of the cargo hull of the vessel, and thus reduce the time of parking in ports and universalize the cargo carried by the vessel, fundamentally improve the maneuverability of the vessel over the entire speed range, increase the duration and range of autonomous navigation, increase buoyancy, stability, carrying capacity, .e. improve the safety characteristics of the ship, and ultimately, reduce the cost of freight.

 This goal is achieved in that the vessel contains a middle hull and side hulls, where the middle hull is made with the possibility of its connection-disconnection with the side hulls, and ship power plants are placed in the side hulls. Side cases are made with the possibility of accommodating retractable interbody mounts. Marine engines provide traction from the condition of minimizing stresses in the design of inter-hull fasteners. The angle of the inter-hull fasteners between the middle and side hulls is designed to minimize stresses in the inter-hull fastener designs and to optimally combine the thrust vector of ship engines of the lateral hulls with the direction of the axis of motion of the middle hull.

 The method of loading-unloading and transportation of goods consists in the fact that they are carried out by the aforementioned transport vessel, where loading-unloading is a connection-disconnection of the middle hull with the side hulls of the vessel, and its transportation is ensured by fixing the middle hull to the side hulls of the vessel with hull fasteners.

 In FIG. 1 shows a diagram of a transport vessel - trimaran-Y.

 In FIG. 2 shows a connection-disconnection diagram of a trimaran-Y with a middle body.

 In FIG. 3 shows a trimaran-Y diagram without a middle body.

 Structurally, the ship is a trimaran. The vessel 1 consists of three hulls (Fig. 1): the middle (cargo) hull 2 and the lateral hulls 3. The lateral hulls are equipped with ship power plants (with propellers 4). The middle hull 2 of the vessel is cargo and is connected to the lateral hulls by hull mounted (deck) mounts 9, hull-mounted retractable (telescopic) mounts 5. The lateral hulls 3 are interconnected by stationary hull mounts and deck 6. On deck 6 there is a superstructure 7 and lateral hulls - add-ons 8. On the middle hull 2 there are cargo hatches 10.

 Consider a ship loading operation. Loading the ship is actually a process of connecting the middle hull 2 with the side hulls 3 (Fig. 2). The middle hull, being a functionally independent watercraft, is loaded in advance in the port and awaits the arrival of the vessel. The vessel, maneuvering with engines, floats onto the middle hull 2, placing it between its side hulls 3 (it is possible to push the cargo hull by the pusher vessel). Next, the process of connecting the middle hull 2 with the side hulls 3. The middle hull 2 is attached to the side hulls 3 with hull fasteners 5 and 9. The vessel is ready for transportation of cargo and proceeds to the destination port.

 Consider the operation of unloading the vessel. The unloading of the vessel is the process of separation of the middle hull 2 from the side hulls of the vessel (Fig. 2), which occurs after the release of the hull fasteners 5 and 9, after which the ship leaves the middle hull 2 (towing of the middle hull 2 is possible). Then the ship floats to another medium (cargo) hull, which is already loaded and ready for connection and transportation.

 The cargo sediments of the lateral and middle hulls are made in such a way that they ensure the free actuation of the fastening locks, nodes and other mechanisms of the inter-hull fasteners 5 and 9 during connection-disconnection. In the event that the mass of the cargo in the middle hull deviates from the calculated (within the permissible) range, it is possible to adjust the draft of the side hulls of the vessel through the intake (discharge) of sea water in the side hulls (to relieve emerging stresses in the inter-hull brackets).

 Of great importance in this vessel will be the structures of the hull fasteners, and therefore they must be designed in such a way as to ensure reliability both during loading and unloading operations (connection-disconnection of the vessel with the middle hull) and during transportation. A prerequisite for connection-disconnection is the absence or minimization of stresses in the inter-housing fasteners. Along with the hull fasteners 5 and 9, between the hulls 2 and 3 it is possible to use various hull deck structures.

 To ensure transportation of the middle (cargo) hull in the side hulls, systems of retractable (telescopic) inter-hull fasteners 5 are placed, which, when sliding out, enter the corresponding grooves of the middle hull, are fixed and fixed there and thus make it possible to transfer the thrust force of the side engines to the middle hull .

 The angle β of the inter-hull fasteners 5 (Fig. 1) will be selected in such a way as to reduce the stress in the structures of the inter-hull fastenings during the navigation of the vessel and optimally combine the thrust vector of the ship engines of the side hulls 3 with the direction of the axis of movement of the middle hull 2.

 For cases of braking in the lateral housings, it is possible to place similar systems of inter-frame fasteners-stops in the opposite direction with an angle of (180-β).

 On the way, when the fuel is consumed, the draft of the side hulls of the vessel will decrease, which will cause stresses in the hull fasteners. To avoid this, synchronized pumping of sea water is provided.

 Side hulls are made in the appropriate displacement and can be used to place fuel storage bunkers. The lateral hulls, which in the usual classical trimaran designs performed an auxiliary role to increase the stability of the vessel during water waves, in this vessel, we can say, have become the main ones, equipped with marine power plants. The possibility of using side hulls for transporting both passengers and various cargoes is provided.

 Marine engines together with steering devices in the lateral hulls give the vessel high maneuverability, which is especially important when connecting-disconnecting with the middle hull and during transportation. Marine engines of the side hulls will be made of the appropriate power and on the way will allow to increase the speed of the vessel to the declared values. It is possible to use more than one propeller on the side hulls of the vessel.

 The ship has shipboard microprocessor control systems (SMPUS) that monitor the operation of the ship’s mechanisms, in particular, monitor the sensors that monitor the condition of the hull fasteners and respond adequately to changes in the operating modes of ship’s engines.

The use of three hulls in the ship and the placement of ship power plants in the side hulls allow changing the navigational qualities of the ship as follows:
- improve the buoyancy of the vessel;
- increase the stability of the vessel;
- make the ship practically unsinkable;
- improve the controllability of the vessel over the entire speed range;
- increase the stability of the vessel on course;
- improve the agility of the vessel - the ability of the vessel to change the direction of movement not only through the steering mechanism, but also by adjusting the thrust of each of the marine engines, which increases the capabilities of the vessel when maneuvering, passing difficult areas, mooring, as well as on raids, when sailing in ice, etc. .d .;
- turn around almost in one place;
- improve reverse control;
- increase the speed of the vessel;
- increase the propulsion of the vessel, thanks to such an angle of the inter-hull fasteners, which will optimally transfer the thrust of the marine engines of the side hulls to the base hull;
- reduce the loss of speed of the vessel during the waves;
- virtually eliminate the yaw of the vessel;
- improve the inertial (braking) qualities of the vessel, i.e. reduce the inertia repayment time (braking time);
- reduce the inertial distance, i.e. distance traveled by the vessel after reversing the main engines (from full speed forward to full backward).

The use of the attached middle hull as the cargo hull of the vessel allows:
- to reduce the loading and unloading operations of the vessel to one operation, which can significantly reduce the time the vessel is in port;
- increase the turnover of the vessel.

 As a result, by and large, all this will lead to the solution of the main problem of sea cargo transportation - acceleration of cargo handling and transportation of goods, lower cost of cargo transportation and increase the safety of navigation.

 The proposed design of the transport vessel - trimaran-Y meets modern requirements and trends in the development of shipbuilding - modular-modular methods of their construction.

Claims (4)

 1. A transport vessel comprising a middle hull and side hulls, characterized in that the middle hull is configured to connect-disconnect with the side hulls, the ship power plants being housed in the side hulls.  2. The transport ship according to claim 1, characterized in that the side hulls are arranged to accommodate retractable inter-hull fasteners.  3. The transport ship according to claim 1, characterized in that it has steering devices in the side hulls.  4. The method of loading-unloading and transportation of goods, characterized in that they are carried out by a transport vessel, where loading-unloading is a connection-disconnection of the middle hull with the side hulls, and its transportation is provided by securing the middle hull to the side hulls of the vessel with interconnects.

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