RU2321520C1 - Sea-going ice-breaking transport vessel and propulsion- and-steering complex for this vessel - Google Patents

Abstract

FIELD: water transport facilities.

SUBSTANCE: proposed sea-going ice-breaking transport vessel has hull with keel, forecastle with deck house, fore pointed extremity, aft convex cochleariform lines, aft deck and propulsion-and-steering gears. Hull is additionally provided with flat bulb considerably projecting beyond fore perpendicular. Fore lines are made with U-shaped frames over entire height of side including forecastle superstructure with streamlined deck house; keel is rising in sternpost area; when it is stowed, its lower aft wedge-shaped edge projects beyond sternpost line. Aft cochleariform lines form section of deck which is oval in plan with transom inclined at angle of 45 deg. In underwater portion, lines smoothly change into side bulges-sponsons provided with passageways with longitudinal slots in their bottom part for motion of propulsion-and-steering gears over them. Side bulges-sponsons terminate in falling-out side on external side and falling-home side in their fore part so that line of maximum breadths in this area directed upward and sternward should cross the waterline at angle of 3-6 deg. Extreme breadth of hull over bulges-sponsons in the waterline area exceeds midship breadth. Bottom part of passageway has horizontal or slightly deadrise surface in cross-sections which passes to stern at angle of 1-3 deg. relative to waterline and extends to deck at angle of 45 deg. On both sides of its oval section made in form of shoulder perpendicular to hull CL. Propulsion-and-steering gear includes two all-moving struts with nacelles located in aft section of ship, motors in nacelles for rotating the propellers and load-bearing service lines running to struts from power module of vessel. Struts with nacelles are located on both parts of stern in bulges-sponsons. Each strut with nacelle has streamlined guide stud in form of spherical segment with base directed upward which is equipped with circular thrust sliding bearing over its perimeter; each strut has vertical shaft which is coaxial with segment and is rotated by motor in radial-thrust bearing of carriage located in passageway of bulge-sponson and driven by means of load-bearing service lines on four bevel gear wheels connected in pairs by means of transversal hydraulic cylinders of carriage and driven by hydraulic motors built in them; hydraulic motors are thrown into engagement with inclined toothed racks laid on either side from slot in bottom part of passageway. Width of this slot is equal to diameter of vertical shaft.

EFFECT: enhanced ice passability of vessel.

3 cl, 7 dwg

Description

The invention relates to water transport, mainly can be used to create dual-use vessels.

The prior art of the claimed inventions is known from icebreakers and icebreaking vessels (1) used in practice, double-acting vessels, in which, due to full-rotary helical-steering columns, two types of vessel navigation on the move are used: in free water - bow, in ice conditions - stern ( 2).

The closest analogue to the claimed seaworthy icebreaking transport vessel is the icebreaking transport vessel Fesco Sakhalin (3), the hull of which is equipped with aft cargo deck and a bow pointed tip with a tank superstructure, stationary full-rotary propulsion and steering devices made in the form of helical-steering columns (PPVRK). In the aft end with spoon-shaped contours is a stationary keel.

A disadvantage of the known vessel is its insufficient ice permeability in ice of considerable thickness and low seaworthiness in free water. The identified shortcomings are due to the well-known housing design and the stationarity of full-rotational propulsion devices.

The task of the claimed invention is the creation of a vessel effective for movement both in ice and in free water.

The technical result achieved in the process of solving the problem is to increase the ice penetration of the vessel in ice of considerable thickness and increase the seaworthiness of the vessel in free water.

The specified technical result is achieved by the claimed seaworthy icebreaking transport vessel having a hull with a keel, a tank with a wheelhouse, a bow pointed tip, aft convex spoon-shaped contours, aft deck and propulsion-steering devices, while the hull is additionally equipped with a flat bulb, significantly protruding beyond the bow perpendicular , the nose contours are made with U-shaped frames along the entire height of the side, including the superstructure of the tank with a streamlined cabin, the keel in the area of the stern is made lifting this way om, that in the retracted state, the lower aft edge, which has a wedge-shaped shape, stands behind the line of the stern. Fodder spoon-shaped contours form an oval section of the deck with a transom inclined at an angle of 45 °, and in the underwater part they smoothly go into side boules-sposons equipped with corridors with longitudinal slots in their bottom for moving steering-wheel devices along them. Outboard side boules-sponsons end with a collapsed side in their aft and a heaped side in their bow so that the line of the largest bead widths in this area, which has an upward and aft direction, intersects the waterline at an angle of 3-6 °, while the total width of the hull along the sponson boules in the area of the waterline is larger than in the midsection, and the bottom of the corridor has a horizontal or slightly keeled surface in cross sections that goes into the stern at an angle of 1-3 ° to the waterline and enters the deck at an angle of 45 ° both sides its oval section in the form of a ledge perpendicular to the diametrical plane of the body.

High seaworthiness is achieved due to U-shaped frames along the entire height of the side of the hull and tank with a streamlined superstructure, giving minimal reaction to the hull during pitching, as well as due to the protruding flat nose bulb protruding beyond the nasal perpendicular, piercing the oncoming wave and restraining, thereby vertical movement of the bow, which reduces the total wave impedance of the hull in quiet water and increases the stability of the vessel on course, as well as the stern elevating keel, which ensures minimal the resistance against stop of the screws of full-rotational propulsion devices during lateral movement of the hull during maneuvering of the vessel

High ice permeability in ice of considerable thickness is achieved due to fodder convex spoon-shaped contours with a lifting keel and side sponsons, in which there are corridors for mobile propulsion and steering devices that allow the keel to retract into the hull, and propulsion and steering devices move into the nose without interfering thereby advancing the stern when crawling onto the ice sheet.

To solve this problem, the vessel is equipped with mobile propulsion and steering devices.

The closest analogue to the claimed propulsion and steering device are full-rotary helical-steering columns (PPRVK) of the Azipod type (4), which are a column with a gondola, in which propellers are placed, rotated by motors with powered communications from the ship’s power module.

A disadvantage of the known anti-missile systems is the lack of reliability of the columns, due to the fact that those located near the icebreaker stern of the anti-missile systems are exposed to destructible ice during feed movement.

Another disadvantage is that the repair of engines and propulsion systems of stationary anti-aircraft missile systems is possible only as a result of the docking of the vessel, which reduces the time of use of the vessel for icebreaking operations and increases the repair time.

These disadvantages are eliminated by the inventive propulsion and steering device, containing two full-turn racks with nacelles located in the stern of the vessel, nacelle motors, rotary propellers, power lines supplied to the racks from the vessel’s power module, while the nacelles are located on both sides the stern in sponson boules, and each stand with a gondola contains in the upper part a streamlined trim in the form of a spherical segment with the base up, equipped with an annular thrust sliding bearing along its perimeter etru, a vertical shaft coaxial with the segment, rotating by a motor in the support-thrust bearing of the carriage located in the corridor of the boules-sponson of the ship’s hull and able to move due to movable power communications on four bevel gears, pairwise connected by transverse hydraulic cylinders of the carriage and driven hydraulic motors built into them, which engage with inclined gear racks laid on both sides of the slit in the bottom of the corridor, while the width of the slit is equal to the diameter vertical shaft.

The inventive propulsion and steering device provides an additional technical result, which consists in the fact that when the vessels are “empty” it is possible to change the depth of the movers without receiving liquid ballast, which increases the speed of the vessel in this mode, and when maneuvering, it is possible to provide minimal hull resistance from transverse focus propulsion PPVRK.

The ability to move the anti-aircraft missile defense system and power communications behind it provides various anti-aircraft missile defense positions depending on the operational situation: when running with your nose in free water or maneuvering, it is the usual stern, providing maximum propulsive efficiency when driving at high speed and better turning; during a feed course in ice conditions or an empty course - shifted to the nose, ensuring the reliability of the device when exposed to ice on the body and high propulsive efficiency; when inspecting, repairing or replacing the device - extreme aft with access to the deck.

The claimed inventions are illustrated by drawings, which depict: in Fig.1 - the inventive seaworthy icebreaking double-acting transport vessel with propulsion and steering devices of the type PPVRK equipped with coaxial oppositely rotating screws, Fig.2 - theoretical drawing of the hull; figure 3 - lifting keel; figure 4 - operating position of the propulsion and steering device; figure 5 - propulsion and steering device, straight view; figure 6 - propulsion and steering device, side view; Fig.7 - propulsion and steering device, top view.

The hull 1 of the proposed vessel has a pointed bow contours with U-shaped frames 2 along the entire height of the side, including the superstructure of the tank 3 with a streamlined cabin 4 and sharp waterlines 5 with a long length of the nose and a small cylindrical insert, as well as significantly protruding beyond the nose perpendicular flat nose bulb 6, convex spoon-shaped contours 7 in the stern, forming an oval portion of deck 8 with a transom 9 inclined at an angle of 45 °, with an upper shaft 10 and a lifting keel 11. Spoon-shaped contours in the area of the waterline 12 to the sides go into boules-sponsons 13, in which there are corridors 14 with slots 15 in their bottom sections 16 for moving propulsion-steering devices 17 of the PPVRK type and which from the outside end with a collapsed side 18 in their aft and a heaped side 19 in their bow so that the line of the greatest widths 20 of the bead in this area intersects the waterline 12 at an angle φ = 3-6 °, while the total width of the hull along the sponson boules 21 in the waterline area is greater than the width on the midsection 22. The bottom 16 of each corridor 14 has horizons in cross sections tal or slightly keeled surface 23 going into the stern at an angle α = 1-3 ° to the waterline 12 and going to deck 24 at an angle of 45 ° on both sides of its oval section 8 in the form of a ledge 25, perpendicular to the diametrical plane 26 of the hull 1.

The lifting keel (see FIG. 3) has two operating positions: the lowered position 27, which corresponds to the bow of the vessel in free water, and the raised position 28, which corresponds to maneuvering in free water or the course of the ship stern in ice, and is a flat keel section 29 in a shape close to a right-angled triangle, connected by a hinge 30 in its bow angle to the hull of the vessel 1 and having in its lower aft part protruding in the raised state beyond the line of the pin 10, the shape of the wedge 31 is at an angle of about 90 °, and in the upper corner eat many ledge 32.

The keel section 29 moves in the hull of the vessel 1 in the well 33 with a width greater than the width of the section, by the required clearance, having a stop wall 34 on top and overlooking the pin 10 with a supporting heel 35 from below, and is fixed in positions 27 and 28 by a lock-lock 36 .

Raising and lowering the keel section 29 is carried out using a special drive, respectively, until the upper edge 37 and the ledge 32 of the keel section touch the stop wall 34 and the support heel 35 of the well 33.

The inventive propulsion and steering device on the hull 1 of the vessel (see figure 4) has at least two working positions: position 38 for the bow in free water and maneuvering, position 39 for the stern in ice and for empty, and also the repair position 40. In the repair position 40, the anti-aircraft missile system can be dismantled with the help of an onboard or shore loading device.

The inventive device consists of a rotating, moving and fixed parts.

The rotary part of the inventive device contains a nacelle 41 with motors and propellers 42, attached to the strut 43 with a fitting 44 in the form of a spherical segment of large radius with the base 45 up in its upper part. The nip 44 along the perimeter of the base 45 has an annular thrust sliding bearing 46 made of caprolon or a similar material and a vertical shaft 47 coaxial with the lining 44 and having a driven rotation gear 48 at its upper part, a support disk 49 of the spiral section 73 of the electric tire 50, a drum 51 s a sealed electrical bus connector 50 and an upper limit disc 52.

The moving part of the claimed device contains a carriage 53 having four bevel gears 54 with impeller motors 55 coupled to pistons 56 of the power hydraulic cylinders 57, which are part of the carriage, support 58 and support-stop 59 bearings of the shaft 47, pinion gear 60 with the drive motor 61 the rotation of the column, eye 62 for raising the anti-missile defense system by crane, ice shield 63 and consoles 64 and 65 of the wiring, respectively, of electric bus 50 and hydraulic hose 66. When dismantling the anti-missile defense system in position 40 (see Fig. 4), the console 64 and 65 are disconnected.

The fixed part of the claimed device is a longitudinal corridor 14 (see Figs. 1 and 4) and consists of inclined gear racks 67 laid on both sides of the slit 15 and channels 68 and 69, respectively, for laying the electric bus 50 and hydraulic hose 66 laid along corridor 14 in the direction of the diametrical plane of the hull 1 of the vessel and ending in dead-end branches 70 and 71, the length of which corresponds to the folded power communications (see figure 4). In the upper part of the channels 68 and 69 there are guides (conductors) along which the corresponding power communications move in loops with a vertical “snake”.

Fixation and propulsive operation of the device in operating positions 38 and 39 (see figure 4) are as follows.

The pressure of the working medium in the vane hydraulic motors 55 is equalized (see Fig. 5), which will mean the fixing of the bevel gears 54, and the pressure of the working medium between the pistons 56 is supplied to the power hydraulic cylinders 57 of the carriage 53, which corresponds to a certain pressure on the thrust bearing 46 due to thrust through the pistons 66 of the gears 54 along the inclined gear racks 67 and clamping, thereby, segment fitting 44 with the stand 43 and the nacelle 41 to the outer linear surface 72 of the housing 1 with the slot 15. The pressure on the thrust bearing 46 It must be such as to ensure free rotation of the shaft 47 of the strut 43 with the nacelle 41 by means of a hydraulic motor 61 with a pinion gear 60 by means of a driven gear 48 on the shaft 47 and its support 58 and the support-stop 59 bearings in the carriage housing 53. For additional fixing of the carriage 53 Separate brakes may be used. The hydraulic motor 61 is designed to rotate the shaft 47 of the strut 43 with the nacelle 41 to 360 °, which compensates for the spiral 73 of the electric bus 50. Thus, by rotating the anti-roll missiles in the fixed positions 38 and 39 (see Fig. 4), the thrust vector of the propellers 42 is deflected to 360 ° required to control the vessel on the move and without moving.

The movement of the anti-missile defense system for the adoption of operating provisions 38 and 39 (see figure 4) is as follows.

The pressure of the working medium is supplied between the pistons 56 (see Fig. 5) and the ends of the power hydraulic cylinders 57 until a minimum clearance is created between the thrust bearing 46 and the outer linear surface 72 of the housing 1 due to the removal of the pressure through the pistons 56 of the gears 54 along the inclined gear racks 67 and then a pressure differential of the working medium is created in the bladed hydraulic motors 55, corresponding to the rotation of the gears 54 with a given frequency and the movement of the carriage 53 with the anti-aircraft missile system in the bow or stern of the vessel.

The movement of the anti-aircraft missile defense system for the adoption of the repair position 40 (see figure 4) is carried out in a similar way, only with an increased clearance between the thrust bearing 46 and the outer linear surface 72 of the housing 1 to overcome the carriage 53 of the curvature of the corridor 14 in the region 74 (see figure 4 ) Upon reaching the ППВРК position 40, in which it is necessary to undock the console 64 of the electric bus 50 (see Fig. 5), it is possible to rotate the nacelle 41 to inspect, repair or replace the movers 42, as well as move the carriage 53 further up and aft until it leaves for engagement of the aft pair of gears 54 with gear racks 67. After undocking the console 65 of the hydraulic hose 66 by means of the eye 62, the carriage 53 with PPVRK is lifted either by an onboard crane-beam or by coastal lifting means for subsequent repair or replacement.

The claimed inventions carry out the following work.

When moving the nose in free water, when the mobile propulsion and steering devices in the form of PPVRK are in the aft working position, the lifting keel is lowered and acts as a stern stabilizer, which is especially important when the vessel is empty when, due to the bow position of the engine room (power module) ) its body will have a trim on the nose (the so-called “pig” landing) with exposure of the feed sponson boules and part of the spoon-shaped feed contours. In any case, a lowered keel will reduce feed yaw (nose yaw prevents a sufficiently deepened protruding nose bulb) and simplifies the management of the vessel by reducing the number of anti-aircraft missile defense systems.

When maneuvering in free water or moving in ice, the lifting keel rises, while only the lower wedge-shaped part will protrude beyond the stern line. When maneuvering in free water, when the anti-aircraft missiles are in the aft working position, spoon-shaped contours without a keel will provide minimal hydrodynamic resistance to the transverse support of the anti-missile defense and transverse movement of the aft part of the hull as a whole (in particular, during rotation, relative to the bow).

The most complex movement in ice of large thickness, carried out with the crawl of the hull onto the ice during PPRVK in the nasal working position, occurs as follows. The extended oval part of the stern with its stern when crawling onto the ice cover creates a concentration of stresses in it over the area along the DP of the hull, while the conical part of the elevating keel creates additional concentration along the DP line. At this moment, the linear surfaces of the sponson boules also begin to act on the ice plate from above, thus increasing the lateral stability of the vessel and concentrating stresses with their slots, as a result of which the ice plate should be chipped in an area close to the trapezium, the larger base of which will be along DP housing. In this case, when the body creeps onto the ice (upward movement) and the ice plate is chipped (downward movement), the boule-sponsons with their cheekbones will break off the edges of the channel of the ice field. Fragments of ice during the movement of the hull in the channel due to spoon-shaped contours should be concentrated at its sides with subsequent exit to the surface in the bow of the hull, where the width along the waterline is much smaller.

Information Sources Used

1. The influence of the shape of the bow of the vessel on the ice. Titov I.A., Simonov Yu.A., Klimashevsky S.N. // Shipbuilding, No. 11-12, 1992, p.6-8.

2. Tempera-the first double-acting tanker. Nav. Archit., 2003, Febr., 23.

3.http: //www.Hansa International Maritime Journal.htm.

4. Features of controllability of ships equipped with propulsion system "ASIPOD". Nemzer A.I., Rusetskiy A.A. (Central Research Institute named after Academician A.N. Krylov). Pestilence. Vestnik, 2002, No. 4, p. 76-79.

Claims (2)

1. A seagoing icebreaking transport vessel having a hull with a keel, a tank with a wheelhouse, a bow pointed tip, aft convex spoon-shaped contours, aft deck and propulsion and steering devices, characterized in that the hull is additionally equipped with a flat bulb, significantly protruding beyond the bow perpendicular, the nose contours are made with U-shaped frames along the entire height of the side, including the superstructure of the tank with a streamlined cabin, the keel in the area of the stern is made lifting so that in the retracted state beyond the tevna is its lower aft edge, which has a wedge-shaped shape, aft spoon-shaped contours form an oval in plan section of the deck with an inclined, at an angle of 45 °, transom, and in the underwater smoothly pass into side boules-sponsons, equipped with corridors with longitudinal slits in their bottom parts for moving propulsion and steering devices along them, side boules-sponsons from the outside end with a collapsed side in their aft part and a heaped side in their bow so that the line of the largest bead widths in this area not having a direction up and aft, crossed the waterline at an angle of 3-6 °, while the total width of the hull along the sponson boules in the waterline area is greater than the midsection, and the bottom of the corridor has a horizontal or slightly keeled surface in cross sections, going to the stern at an angle of 1-3 ° to the waterline and going to the deck at an angle of 45 ° on both sides of its oval section in the form of a ledge perpendicular to the diametrical plane of the hull. 2. A steering-and-steering device comprising two full-rotary racks with gondolas located in the stern of the vessel, motors in the nacelles, rotational propellers, power lines supplied to the racks from the energy module of the vessel, while the racks with gondolas are located on both sides of the stern in sponsons, and each stand with a gondola contains in the upper part a streamlined fitting in the form of a spherical segment with the base up, equipped with an annular thrust sliding bearing along its perimeter, a vertical shaft coaxial with the segment, bp communicating with the motor in the support-thrust bearing of the carriage located in the corridor of the boules-sponson of the ship’s hull and able to move due to movable power communications on four bevel gears, pairwise connected by transverse hydraulic cylinders of the carriage and driven by hydraulic motors built into them, which are included in meshing with inclined gear racks laid on both sides of the gap in the bottom of the corridor, while the width of the gap is equal to the diameter of the vertical shaft.

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