RU2690327C2 - Rescue submarine - carrier of deep-water vehicles - Google Patents

Abstract

FIELD: vessels and other watercrafts.SUBSTANCE: life-saving submarine carrying deep-water apparatus comprises a strong hull, a light hull with main ballast tanks, sluice and decompression chambers and coaming platforms with intake and exit hatches. Boat is also equipped with located side-mounted strong cylindrical bodies separated by transverse bulkheads into compartments - sluice and decompression chambers located alternately. Coaming platforms are installed on sluice chambers. Decompression chambers are connected to the strong hull of the submarine with transitions. Transient hatches are mounted on adjacent bulkheads of compartment chambers.EFFECT: higher number of rescue vehicles placed on submarine-carrier, improved stability of submarine in surface position with installed on it rescue equipment, simplified installation of rescue apparatus on rescue submarine-carrier in surface position.1 cl, 2 dwg

Description

The invention relates to the field of shipbuilding, more specifically to the structures of submarines-carriers of deep-sea vehicles designed to rescue people from emergency underwater objects under water.

It is known the use of combat submarines as carriers of equipment for the rescue of submariners (for example, Antonov A.N. "Using combat submarines as carriers of MUH - pros and cons," Shipbuilding magazine, 2012, №4. P. 18-25) . To do this, a submersible module is installed (removable), providing accommodation rescue submersible and durable containers with equipment to ensure the operation of the apparatus and decompression of rescued submariners (RF Patent No. 2059524, IPC B63G 8/40).

In this case, for communication between the rescue underwater vehicle and the premises of the submarine, a standard (standard) coaming-site located at one of the extremities of the submarine is used.

A disadvantage of the known technical solution is that the combat submarine has no technical means to stabilize at a point under the action of natural factors (currents and waves of the sea), which significantly complicates the implementation of the rescue operation. In addition, through one standard (standard) coaming site it is impossible to ensure effective communication between the premises and equipment of the removable module (fairing) with the corresponding premises and subsystems of the submarines, which also limits the rescue capabilities of the combat submarines with the removable rescue module. It is also difficult to place rescue divers in a residential submarine combat zone, which is not designed for a large number of people.

Known technical solution according to the patent of the Russian Federation 2508226, B63G 8/40, characterized in that the rescue and combat submarine has removable modules that provide accommodation for rescue underwater vehicles and other equipment for the operation to rescue submariners. In addition to the technical means for combat use, technical means are installed to ensure its stabilization at the point during rescue operations, and additional components, including additional coamings, are constantly installed for docking with removable modules. The technical result is to increase the efficiency of rescue operations of submariners.

However, the lack of effectiveness of the use of a combat submarine to conduct a rescue operation, the need to divert combat submarines for use as rescue vehicles required the creation of specialized rescue submarines carrying deep-sea rescue vehicles. For example, in the USSR, specialized rescue submarines were created, capable of delivering up to two rescue vehicles to the scene of behavior of the rescue operation, equipped, inside the robust hull, with lock and decompression chambers to support the rescue operation (Postnov AA “Rescue Submarine of Project 940” collection number 8, 1997).

The disadvantage of this technical solution is the incomplete protection of rescue vehicles from the effects of high-speed water pressure and sea swells, which limits the speed and seaworthiness of the underwater SPA carrier. In addition, the well-known design of the underwater vehicle enclosure does not allow safe float in broken ice when conducting a rescue operation in the Arctic waters, since the niches are not protected from penetration of broken ice into them, which can damage the SPA and make it impossible to carry out the necessary work.

A disadvantage of the known construction is the impossibility of safe installation inside the fence of the rescue apparatus, which is in a surface position, for example emergency, because it requires complex maneuvers of the underwater carrier both horizontally and vertically in the partial immersion position, which does not provide sufficient stability of the underwater carrier.

Known technical solution according to the patent of the Russian Federation No. 2510356, B63G 8/40, in which, in order to eliminate these shortcomings, a fence has been installed in the form of a three-dimensional structure with a niche for accommodating rescue underwater vehicles. The height of the volumetric design of the fence of rescue underwater vehicles is such that the distance from the plane of the normal position of the docking flange of the chamber of the suction device of the underwater vehicle to the upper edge of the specified part of the fence exceeds the draft of the device in the surface position. In the upper part of the fence, technical means are installed to protect the underwater vehicles from broken ice, for example moving structures in the form of shields, and drop-down structures are installed in the rear part of the fence. In the onboard volumes of the fence placed ballast tanks. The technical result is to increase the efficiency and safety of the use of rescue underwater vehicles installed on the underwater carrier in various operating conditions, including the Arctic waters and emergency situations.

The specified technical solution for the patent of the Russian Federation No. 2510356, B63G 8/40 adopted for the prototype.

The disadvantage of the technical solution adopted for the prototype is the following.

The placement of rescue vehicles in niches placed on the upper deck of a submarine limits the number of vehicles to be placed, as a rule, to two. An increase in the number of deployed vehicles to speed up the rescue operation will lead to an unacceptable increase in the length of the submarine carrier and, as a consequence, to its displacement.

This arrangement of rescue vehicles requires special measures to ensure the stability of the submarine in the surface position. The reason for this is a high-lying load, for example, the rescue device of the project. 18270 "Bester" has a normal displacement of 39 tons. The need to compensate for the influence of highly rescue vehicles leads to the placement of a large amount of solid ballast, as a result, to an increase in the displacement of the rescue submarine - the carrier of deep-water vehicles.

Also a disadvantage of the known technical solution adopted for the prototype is the difficulty of installing rescue vehicles on the deck of the carrier submarine, for which it is necessary to submerge the submarine before the submarine’s coaming submerged under water to a depth corresponding to the draft of the rescue vehicle and to keep the submarine in this position.

The aim of the invention is to eliminate these disadvantages, namely:

- increase in the number of rescue vehicles placed on the submarine carrier;

- improving the stability of the submarine in the surface position when installed on her rescue vehicles;

- simplification of the installation of rescue vehicles on the rescue submarine carrier.

The technical result of the claimed invention is the ability to accelerate the rescue operation.

These goals are achieved by the fact that, in contrast to the prototype, the rescue submarine carrier of deep-water vehicles is equipped with airborne durable cylindrical hulls, divided transverse bulkheads into compartments - lock and decompression chambers arranged alternately, while coamings platforms are installed on the lock chambers, decompression the chambers are connected to the strong hull of the submarine passages, and transitional hatches are mounted on the adjacent bulkheads of the chamber chambers.

The essence of the claimed invention is illustrated by drawings, where in Fig 1 - a rescue submarine carrier of deep-sea vehicles, side view, in Fig. 2 - rescue submarine carrier of deep-water vehicles, cross section.

The rescue submarine carrier of deep-water vehicles includes a robust hull 1 with equipment, necessary systems, power plant and living quarters, a light hull 2 with tanks of the main ballast 3. Additional durable hulls 4 separated from the hull of the submarine are divided by transverse bulkheads 5 into compartments - airlock 6 and decompression 7. On the airlock compartments 6, coaming platforms 8 are installed. Decompression chambers 7 are connected to the robust hull of submarine 1 with crossings 9 equipped with hatches 10. Between the lock chambers 6 and the decompression chambers 7 are installed hatches 11. On the housings 4, fairings 12 can be installed.

Installation of rescue vehicles 13 on a submarine carrier is carried out with partial filling of tanks of the main ballast 3 in such a way that the coaming-grounds 8 go into the water deeper than the draft of rescue vehicles 13. Due to the fact that the size and volume of airborne buildings 4 is selected only for considerations of placement there are 6 sluice and 7 decompression chambers in them, their diameter is significantly smaller than the diameter of the robust housing 1, as a result, to partially submerge the coaming-sites to the required depth, rather partial filling of cysts The main ballast ern 3. When conducting a rescue operation, the submarine carrier of deep-sea submarines makes a transition in a surface or submerged position to the place of the rescue operation. If it is possible and feasible to conduct a rescue operation in a surface position, the submarine carrier of deep-sea vehicles partially fills the tanks of the main ballast 3 before leaving the coaming-platforms 8 to a depth that provides independent separation of the rescue vehicles 13, after which the rescue vehicles are moved to the emergency facility, docked to the crew of the emergency object is delivered to it to the submarine-carrier of deep-water vehicles. After being delivered to the submarine carrier of the deep-water crews of the crew of the emergency object, it passes into the lock chamber 6, then into the decompression chamber 7 and then into the robust hull 1.

Thus, the presented description and drawings allow us to conclude that the claimed device has a novelty, differing from the prototype with essential features - it is equipped with spaced durable cylindrical bodies separated by transverse bulkheads into compartments - sluice and decompression chambers, located alternately, while coaming -sites are installed on sluice chambers, decompression chambers are connected to the strong hull of the submarine by passages, and on adjacent bulkheads of compartments-chambers mounted access hatches. The set of distinctive features provides a solution to the tasks, namely:

- an increase in the number of rescue vehicles placed on the submarine carrier, while, along with rescue vehicles, it is possible to install, for example, remotely operated vehicles to provide rescue operations;

- improving the stability of the submarine in the surface position when installed on her rescue vehicles;

- simplification of the installation of rescue vehicles on the rescue submarine carrier in the surface position.

The solution of these problems provides the ability to accelerate the rescue operation, and the set of distinctive features allows us to conclude that there is an inventive step and industrial applicability.

Claims (1)

Rescue submarine - carrier of deep-water vehicles, containing a durable hull, light hull with main ballast tanks, lock and decompression chambers and coaming platforms with receiving and exit hatches, characterized in that it is equipped with side-mounted durable cylindrical hulls divided by transverse bulkheads into compartments - sluice and decompression chambers, arranged alternately, with coaming platforms installed on sluice chambers, decompression chambers are connected to a robust case submarine passages, and on the adjacent bulkhead compartments cameras mounted passageways.

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