RU2816429C2 - High-speed small vessel on compressed pneumatic flow - Google Patents

Abstract

FIELD: shipbuilding.

SUBSTANCE: invention can be used in designing high-flotation vessels using dynamic air cushion. High-speed small-size vessel on compressed air flow contains in open pneumatic channel on side of ship hull bottom between inner side walls of skegs fixed at a certain height two rotary flat plates of the same size, rotating in a vertical plane, in the form of an additional bottom laid on the protruding support walls of the open U-shaped frame. U-shaped frame is fixed to the inner side walls of the skegs at the level in one horizontal plane of the rectangular bottom of the transitional closed section of the pneumatic channel, connected to the nozzle of the hull, in which a coaxial impeller is located. Flat horizontal plates are made with perforation holes with ribbed curved plates fixed from above. Flat plates are fixed by axes of rotation with hinges by fasteners to support protruding walls of unclosed shape of U-shaped frame and move simultaneously in height by means of hinge connection with vertical screw rods through geared motor, located on top of ship deck, and through straight rods are connected by crew control. Steering devices behind the stern have a system of air and water rudders with vertical shields fixed in one direction on the steering devices, which are connected via deck assembly by means of crew control rods with central control system. On the side of lower support ends of skegs there is a niche with fixed support wheels of chassis by means of connection with movable hydraulic cylinder of vehicle control, with central control system.

EFFECT: increase in seaworthiness, maneuverability and safety of movement and control of the vessel on a compressed pneumatic flow is achieved.

8 cl, 10 dwg

Description

The invention relates to shipbuilding with high maneuverability, in particular to small vessels on a compressed pneumatic flow with side skegs.

There are known designs of light air-cushioned vehicles (LAVP) with a single propulsion propulsion device, in which part of the flow from a single pulling or pushing fan is directed into the cavity of the air cavity under the bottom, and create the necessary conditions for hovering the device (Patents: US 3869020, B60V 1/14 , 1975; US 5007495, B60V 1/14, 1991; US 3608663, B60V 1/14, 1971).

There are also devices in which the entire fan flow is supplied to the air cushion chamber (Patents: US 3669212, B60V 1/14, 1972 and US 3401766, B60V 1/00, 1968). In this case, part of this flow can be directed into any sufficiently free maneuvering. The “traction” power of such devices is small, because the pressure in the pillow cannot exceed the pressure required for vaping and, when increased, is released unevenly in all directions. Considering that there is always a draft on the fan, which is formed due to air suction, this draft will be neutral only if the fan is in a horizontal position. When tilted forward, the device begins to move in the direction of the fan tilt, even with a uniform flow of air around the entire perimeter of the air cushion.

In this case, the fan thrust practically cannot be balanced by bypassing air from the air cushion cavity in the direction that provides reverse thrust, i.e. in reverse (due to the laws of physics), as proposed in US 3401766, although control of the direction of movement and reduction of “direct” thrust to almost zero is possible.

Control of the direction of motion in US 3669212 due to the rudders located behind the fan is realized due to the eccentricity of the thrust relative to the longitudinal axis of the device and is characterized by extremely low efficiency of both the control and the entire propulsion complex.

A known technical solution (US 3608663), in which the control surfaces are located directly behind the fan in the traction channel in the front part of the device, while there are also rudders in its rear part. In general, good control characteristics are provided in cruising and acceleration modes.

Direct thrust can be almost zero when the traction channel is completely blocked by flaps at the exit from the channel, but in this case the ability to control the apparatus is completely lost.

The design of the LAVP is also known (US 5007495), in which the direction of movement and thrust reversal are controlled by a single multi-link bucket reverse device. The solution is characterized, as in the previous case, by a complete lack of clarity in controlling the device in reverse mode; in addition to such a device, it can be so nonlinear that control will become technically infeasible.

The backthrust coefficient of devices is a topic well studied in aviation. For classic aircraft engines it does not exceed 0.4 even with careful engineering study (for the NK-8-2U engine of the TU-154 aircraft it will be 0.35). For “short” devices like the one described in the solution (US 5007495), it may even be zero. Also an attempt at a comprehensive solution for interrogating control and thrust reversal in the solution (US 3869020). Here, there remains the theoretical possibility of controlling the direction of movement of the apparatus with complete reversal of thrust in the position of the reverse dampers, due to bypass by the dampers, while the opening of the control dampers will reduce the reverse thrust and very likely lead to the appearance of a lateral force on the body of the apparatus, opposite to the desired result due to the effect of the appearance aerodynamic “curvature” of the superstructure profile, which can be especially dangerous at significant speeds, and the dependence will be nonlinear.

Thus, an analysis of the above known designs of hovercraft shows that none of them contain high-quality solutions for controlling the thrust of the device (from the maximum possible positive to the maximum reversible) directly comparing the proposed high-speed vessel for small and medium tonnage on a compressed pneumatic flow, and they lead to complexity of the design as a whole, and may not be economically effective in our conditions for small light vessels. In addition, not a single proposal contains a solution to the issue of high-quality position control in the proposed technical solution, for example, the arrangement of two identical horizontally laid rigid plates in the form of an additional bottom, movably fixed in an open channel of the pneumatic flow (something similar to a flap on an airplane landing gear, i.e. . practically feasible) under the bottom of the rigid hull of the vessel on a compressed pneumatic flow in a mode of movement with high speed and stable control and the possibility of its braking, formed by an additional bottom with its laying on the supporting ends of an open-ended U-shaped frame, which is rigidly attached to the inner walls of the side skegs above the supporting surface of the water at a certain distance (20-25 cm above). At the same time, the requirement for sufficient thrust, maneuverability, wave stability and propulsive efficiency of the propulsion unit in the form of a coaxial impeller is met. Thus, solving the technological problems described above will simplify the design of a vessel using a compressed pneumatic flow and increase the stability of its driving. The vessel can move at high speed in various environments: water, shallow water, snow and land. Such boats (vessels) are an innovation for small vessels, since they are not afraid of ice floes and drifts during high water on rivers, etc. The speed of such small vessels (boats) can reach up to 70 knots (more than 80 km/h).

An air-cushioned apparatus is known, containing a housing, an elastic fence forming a lifting chamber with the bottom of the housing, a traction fan, an internal combustion engine to drive the fan, traction and lift circuits separated by a rib designed to direct the air flow from the fan to these circuits, a traction nozzle contour, a thrust reversal bucket installed at the outlet of the nozzle, an apparatus control system, including a thrust reversal bucket control system and a control system for rudders, the control surfaces of which are located at the nozzle exit and in the lifting circuit, and the rudders are kinematically connected to each other and the body device control (Patent RU No. 22382006 B60V 1/14 dated October 20, 2004).

In a well-known analogue, it is noted that a characteristic feature of the LAVP is “flat” movement along the supporting surface with minimal (close to zero) resistance both in the desired direction and in any other. In addition, it is also noted that the only source for creating a control action is the thrust of the propulsion complex of the LAVP (includes both a traction and a lifting circuit), and the issue of steering controls is also further considered. However, despite its wide capabilities, the inability to change the shape of the flat configuration under the bottom of the vessel’s hull on a compressed pneumatic flow (open pneumatic channel) and to attach an elastic fence along the contour of the platform, forming, together with the bottom of the platform, the lifting chamber of the LVP, is associated with friction with the supporting surface of the water or soil on land, leads to its rapid abrasion (no protection), possible gust, filled with air, which means it is not reliable enough for the operation of a high-speed vessel. In addition, it requires a more complex design, in particular, the contour of the front surface (bow) of the vessel and two air intake channels for the forward movement of the vessel on an air cushion, and has a complex design to maintain, while high efficiency of the vessel movement is not achieved, and the air gap under the bottom expands in all directions and it is impossible to create the injection effect caused by cruising speed, which should create directly under the bottom of the hull (with minimal power consumption) of the main power plant in the form of a propulsion device. The proposed form of changing the bottom is still unknown in sources of information, which can vertically in height under the rigid bottom of the ship's hull change any configuration of the opening in the cavity of the open pneumatic channel, which solves many problems with seaworthiness, creates conditions for the formation of a fine airborne droplet environment of the boundary layer under the bottom of the ship's hull, and this at the same time reduces the energy required to flow through the perforation with holes with ribbed holes on top of two identical plates in the form of an additional rigid laid bottom onto the protruding support ends of the open-ended U-shaped frame in the lower horizontal position, and therefore both plates are flat, lying on the supporting ends of the frame, can create, in general, an additional closed rectangular pneumatic channel, coinciding in its location in continuation with the closed transition pneumatic channel on the side of the coaxial impeller nozzle, located obliquely in its body in a niche on the front part of the deck, then an additional bottom ends behind the stern of the vessel, equipped with two vertical flaps attached to each steering device for different functions of controlling the vessel on a compressed pneumatic flow.

In addition, it should be noted that it is necessary to have maneuverability in the operating position of the vessel by the control drive, taking into account the very functional predisposition under the bottom of the rigid hull of the vessel, when an additional movable rigid bottom in the form of two identically shaped plates can change its configuration in height above the supporting surface of the water with the sides of the open pneumatic channel under the bottom of the ship's hull with limiting side skegs, i.e. fill this created internal cavity, where the ship can work in motion, both in calm water and in rough water.

Thus, there is a need for a technical solution in developing a device for a light small vessel (boat) on a compressed pneumatic flow, close to a simple universal vessel, when the control system allows, in industrial conditions, to begin mass production of such vessels (boats) of this type, which will be in demand for rescue services, in the navy, overcoming the above disadvantages and ensuring manufacturability and simplicity of design, where, for example, the use of flat horizontal two plates in the form of a rigid bottom along the width and length of the open pneumatic channel under the bottom of the ship's hull, their rotation (rotation) using vertical rods with reverse gears on the deck at the top of the vessel can be easily lifted up or lowered down and fixed by lying on the supporting protruding ends of an open form attached to the side walls of the skegs inside the U-shaped frame directly in the very zone of the open pneumatic channel after continuing in the same horizontal plane with the bottom of a rectangular transitional closed pneumatic channel connected to the nozzle of a coaxial impeller, i.e. it is possible to change the vertical configuration in the cavity of an open pneumatic channel of any shape in the cross section under the bottom of the rigid hull of the vessel, limited by the side protruding skegs, which is unknown in the practice of building such high-speed light vessels (boats).

The closest analogue (prototype) is a method for producing additional compressed air for an amphibious vessel using a compressed pneumatic flow, which consists in creating an air cushion for the vehicle and creating air under pressure from an air source in the form of an impeller, while directing a high-pressure hydrodynamic jet between the vertical side walls , then a gas-dynamic jet stream of additional high pressure is formed to produce compressed air, controlling its force and the vector of this force, while coordinated control is carried out in the mode of directing it into the pneumatic channel, while the impeller nozzle is connected along the length to a transitional closed pneumatic channel made with a rectangular bottom along the length of the bases of the lower ends of the side skegs at a certain distance from the supporting surface, the bottom has, on the side of the side skegs for compressing the air flow of air in a closed pneumatic channel and within its limits, an air guide element made in the form of vertical flaps with the possibility of horizontal movement and rotation with fastening relative to the side internal walls in a closed pneumatic channel with a drive for rotation of rotary flaps from the condition to cover the maximum width of the transitional closed pneumatic channel with rotary flaps in front of the output nozzle of the impeller, and mounted on their axes with reversible gear motors for the angular position of the flaps to the side walls of the closed pneumatic channel, these axes are connected by straight lines rods placed on the deck with the ship control system, the other end of the rotary flaps is connected through hinges with vertical console flaps, also located in a closed pneumatic channel, while the vertical planes of the rotary flaps are made with perforation holes, the outer surface of which towards the stern is made with curved plates in the form of fins, as a result, air fills the formed space between the side walls of the skegs and the flaps curved at an angle; each rotary flap can be located inside a closed pneumatic channel in the same vertical plane with the walls of the closed pneumatic channel, in which they form a free passage from the closed pneumatic channel into the open pneumatic channel with side walls of the diffuser, designed to provide a common jet thrust of the air stream exiting towards the stern with the steering devices, where mixing, a common outgoing jet of water-air flow is formed between the rotary steering flaps (RU Patent No. 2733667, B60V 3/06, B60V 1/04, B60V 1/38 from 10/06/2020).

This design allows a flat bottom to reduce friction resistance in a wide range of vessel speeds, and improve the operational characteristics of the vessel on a compressed pneumatic flow.

The disadvantage of this vessel with a flat solid bottom is the complexity and impossibility of creating an ejection effect in motion at cruising speed, where a reduction in energy costs and an increase in the shock-absorbing capacity of the air cushion should be created. In addition, the design of the cantilever vertical flaps does not allow them to move freely up or down in the vertical plane towards the rigid bottom of the ship's hull, in particular from the side of the open pneumatic channel with enclosing side skegs towards the movement of compressed air with a passage into the aft part of the ship between the helmsmen devices, and change the control of the ship. In this case, the known device requires sufficiently high engine power to overcome the moment of forces acting on the air pressure on the supporting surface of the water from the side of the pneumatic channel towards the stern and its resistance to the water. At the same time, the design of the open pneumatic channel, after the transitional expanding section of the closed pneumatic channel with a flat rectangular bottom, does not provide the possibility of its use when the vessel is moving on a compressed pneumatic flow in the form of a created continuation in the open pneumatic channel of the additional rotary bottom towards the aft part with steering devices.

In general, the disadvantages of known vessels on a compressed pneumatic flow include insufficient speed of the vessel, maneuverability due to the open large part of the pneumatic channel after the expanding transition section of the closed pneumatic channel, especially on water, and insufficient reliability in movement in swamps, on ice and on land.

The technical result of the implementation of the proposed high-speed small vessel on a compressed pneumatic flow is to increase the characteristics of the vessel's high-speed movement, seaworthiness, maneuverability and safety of movement on water, in swamps, on ice and on land.

The technical result is achieved by the fact that a high-speed small vessel on a compressed pneumatic flow, containing a body with a blower device that creates air pressure towards the nozzle connected to the transition section of a closed pneumatic channel, the bottom of which is made flat horizontally and below it is equipped with enclosing side skegs, the supporting ends of which lowered into the water column, an open pneumatic channel, also limited by the side skegs, the bottom, which is the lower part of the hard flat bottom of the ship's hull itself, a flow of compressed air, which from the closed section of the pneumatic channel enters the pneumatic channel open along the length with the formation of a high-pressure hydrodynamic jet towards the stern parts of the vessel and its moving and steering device, according to the invention, a pneumatic channel open along the length under the bottom of the vessel's hull between the inner walls of the side skegs is made of two equal flat plates along the perimeter, forming an additional second rigid bottom relative to the upper rigid bottom of the hull to increase high-speed movement through the water and shallow areas on the water, and is a continuation in one plane of the closed transition section of the pneumatic channel, which communicates with the nozzle of the coaxial impeller for the supply of compressed air and the movement of the vessel, while both flat movable plates are located above the supporting ends of the side skegs, the plates which have a rectangular cross-section Thus formed, an additional bottom with a flat rectangular bottom, after combining with the bottom of the transitional closed section of the pneumatic channel, creates a general flow of compressed air towards the aft part of the vessel, and the movable plates lie on the protruding supporting ends of the side walls of the open-ended U-shaped frame made of angle or I-beam profile, rigidly fixed on one front side to the flat bottom of a closed transition pneumatic channel, and, on the other hand, its side ends are rigidly attached to the inner side walls of the skegs, while the ends of both movable plates are fixed to the horizontal axis of rotation hinged on supporting protruding the ends of the side walls of the open-ended U-shaped frame, and the other sides of the plates along the longitudinal axis of the vessel are free to each other, driven into the working position by screw lifts, hinged for lifting from the transport to the working position, and the upper ends of the screw lifts are connected to the system high-altitude gear motor, fixed on top of the hull platform, actuated by command from the ship's crew control cabin, providing the ability to change the geometry of the shape by raising or lowering two identical horizontal flat plates, each on their own axes of rotation, simultaneously with hinges to create a horizontal overlap of the cavity an open pneumatic channel below the hard bottom of the body above the supporting surface of the water and above the ends of the skegs 20-25 cm high, forming an air cushion from a fine-bubble-gas-air layer between the enclosing side skegs, while the length of the transitional closed section of the pneumatic channel is equal to , Where - the length of the ship's hull, and the nozzle is located at an angle of 20-30° towards the flat bottom of the expanding transitional closed section of the pneumatic channel, thereby forming a closed cavity for air flow in the direction of laying two movable horizontal plates equal in cross section on the supporting protruding ends of the side walls open-ended U-shaped frame; the aft part of the hull is equipped with vertical rudders, a system of vertical turning flaps rigidly fixed to the vertical axis, controlled from the cockpit by the crew of the vessel, providing both the turning of the vessel at an angle of 15-20°, and its braking properties; the flaps are located at an angle of 90° to the transverse axis at the rear hull stern at the command of the control crew.

In addition, the rotating flat rectangular plates are additionally made with perforation holes in a checkerboard pattern with plates curved on top in the form of fins, directing part of the selected air flow towards the supporting surface of the water, limited by enclosing side skegs.

In addition, the vertical axes of the rudders, with the help of straight rods placed on the deck, behind the stern in height have a system of fixed vertical rotation flaps in one vertical plane, the lower of which are located on the side behind the stern in the water column, and the other upper ones are installed opposite the formed additionally, the air flow exits from the cavity of an additionally closed pneumatic channel, equipped with a bottom in the form of two equal flat horizontal plates, kinematically connected to the control system of the geared motor on the deck of the vessel.

In addition, the outer side of the ship's hull is equipped with a safety belt made of separate rubber-woven, inflatable or elastic-filled sections.

In addition, the side skegs at the bottom ends are equipped with steerable chassis wheels, which simultaneously lift or lower them onto land using hydraulic cylinders controlled from the cockpit.

In addition, the crew cabin is made of a low-noise ship's cabin, consisting of profile structures, inside of which packages of sound and heat-insulating elements and at least one layer of porous sound-absorbing material, a perforated decorative panel are installed, and an air gap is formed between the panel and the layer of porous sound-absorbing material and installed lamps based on the use of LED modules containing on the outside a solar panel for placing LEDs and a battery compartment, a controller and the base of the device; in the battery compartment there is an electricity storage device connected to the controller, which in turn is connected to the solar panel, and the energy storage device is a rechargeable battery or supercapacitor.

In addition, the front part of the coaxial impeller is covered with a protective grille.

In addition, the front (bow) part of the hull has lighting and/or fog lights, and the cabin is equipped with a sound signal.

The specified differences - the use of an open pneumatic channel over the entire width and length below the rigid bottom of the vessel hull on a compressed pneumatic flow has an additionally fixed rigid open-shaped U-shaped frame in horizontal plan, which is fixed on the inside of the skeg walls, and two equal ones rest on its protruding support ends flat horizontal plates of rectangular cross-section, one end of each of which is attached to the horizontal axis of rotation hinged to the plane of the end of the corner of the U-shaped frame, and the other end of each plate is free. Moreover, each of the flat horizontal plates is made with holes arranged in a checkerboard pattern with perforations, and the surfaces of the horizontal plates on the side of the holes are made with curved plates in the form of fins, the total number of holes, which can be determined at the design stage of the vessel. In this case, the horizontal axis of rotation with the hinge of the plates is connected to screw vertical rods, the upper end of which is located on the deck and is connected to the altitude position gearmotor system controlled from the cockpit in the control system of the entire vessel.

The design of the placement of two equal-sized horizontal plates, fixed at one end on their axes of rotation, is ensured in their lower position due to their placement on the protruding edges of the ends along the open shape of a U-shaped frame, the created additional bottom of which is located in the same horizontal plane with a rectangular bottom a transitional closed section of the pneumatic channel, the latter is connected to the housing nozzle with a coaxial impeller at an angle of 20-30°. Thus, an additional closed pneumatic channel is formed in continuation of the initially transitional section of the closed pneumatic channel towards the aft part of the vessel. It is possible to both lower and raise up two equally synchronously (at the same time) flat horizontal plates in a vertical plane with their rotation on a horizontal axis hinged with fasteners. The open form of the U-shaped frame can be made of an angle or I-beam profile with rigid walls, which on one side is rigidly attached to the inner walls of the skegs 20-25 cm above their supporting lower ends, on the other hand the front (end) part of the U-shaped the frame is rigidly connected to the end of the flat bottom of the transitional closed section of the pneumatic channel, which is connected to the nozzle of the housing, which houses a coaxial impeller mounted on an axis with a rotation gearbox and connection with a low-power internal combustion engine (for example, 50 hp).

Holes with perforation of both plates with fins create capture and release of compressed air under pressure towards the supporting surface of the water, thereby creating an “air cushion” (lubricant), aero- and hydrodynamic force arises during the high-speed movement of the vessel on a compressed pneumatic flow along the water surface . In this case, the exit of part of the compressed air down through the perforation holes with curved plates in the form of fins on top creates a volume of air cushion (lubricant) sufficient for the vessel to create less resistance to the water in motion. Thus, compressed air, leaving the nozzle of the coaxial impeller body, first enters at an angle into the closed transition section of the pneumatic channel with a horizontal rectangular bottom, then expands in it, and passes further into an additionally formed closed pneumatic channel, which is located in the open pneumatic channel under the bottom of the rigid body vessel, the bottom of the additional pneumatic channel is made of two equal horizontally located movable plates (an additional second nozzle has been created along the length under the bottom towards the stern) towards the steering devices behind the stern. When the vessel enters planing mode, it is possible to change the shape of the open pneumatic channel structure after the transition section of a permanently closed pneumatic channel with a flat bottom of rectangular section, the cavity of the latter is connected to the nozzle of the coaxial impeller body, made with an inclination angle of 20-30° to the horizontal axis of the vessel. Thus, both equal plates (bottom), attached with a horizontal axis with hinges with a protruding support end of an open-ended U-shaped frame, can be controlled by vertical screw rods on the deck through a reverse gearbox for raising the free ends of the plates up towards the hard bottom of the ship's hull in the zone open pneumatic channel. In this case, an additionally mounted bottom of two plates of equal size is 20-25 cm above the supporting lower ends of the side skegs, as well as a flat rectangular bottom of the transitional closed section of the pneumatic channel; the air flow, expanding, fills the entire closed space, then flows towards the channel, formed between the vertical flaps behind the stern of the ship.

Therefore, in order to ensure the possibility of reliable operation of the vessel on a compressed pneumatic flow, in the presence of two flat plates of equal size, creating in their lower horizontal position an additional rigid bottom in the area of the open pneumatic channel (creating an additional nozzle) towards the stern with steering devices, it is possible to change the geometric the shape of the cavity of the open pneumatic channel, such a solution is still not known (this can also be compared with the example of the opening of the bridge on the Neva River in St. Petersburg - the passage of ships. At the same time, such a solution is structurally created as close as possible to the jet nozzle towards the stern from behind, limited by an additional flat bottom, plates that are fixed and lie on the edges along the perimeter of an open-ended U-shaped frame made of angle or I-profile material with protruding supporting edges.

Making the second hard bottom in the form of two identically sized plates laid on a U-shaped frame of an open pneumatic channel allows maintaining the compressed air outlet along the entire bottom of the vessel's hull towards the aft part of the vessel, behind which the steering system is fixed, and therefore provides the possibility of variation in height by changing the geometry when rotating the plates upward towards the hard bottom of the ship's hull, obtaining different volumes of passage of changes in compressed air in the movement of the ship when passing through water and through shallow areas on the water. The open contour of the U-shaped frame ensures reliable placement of two plates on its protruding support ends in the lower (lowered) position, depending on the control in operation and the tasks facing the vessel while moving and stopping.

An integrated solution for a single one-piece vessel of this class is also associated with the need to obtain a minimum weight of the vessel on a compressed pneumatic flow and acceptable characteristics for increasing the efficiency of a high-speed small-size transport vehicle for movement on water and on land.

It should be noted that the rotation axes for each of the plates are fastened with fasteners through a hinge in the form of a bearing, for example, with clamps from above to the plane of the supporting ends of the U-shaped frame, which is rigidly fixed to the inner walls of the side skegs and to the rectangular bottom of the transitional closed pneumatic channel, which allows rests securely on the edges of its two movable horizontal plates in the form of an additional rigid bottom above the supporting surface of the water from the side of the open pneumatic channel of the vessel's hull. In this case, forced thrust modes are carried out to obtain lifting and traction forces in the movement of a small vessel (boat), both on an undisturbed and disturbed water surface, and in this case the vessel’s draft can be reduced by filling partially with compressed air under a flat horizontal additional bottom made of two equal plates with fins, while high pressure is formed in the created closed pneumatic channel towards the stern (in the form of an additional nozzle).

A ship submerged to a certain limit, called the load waterline, has a sufficient reserve of buoyancy. All this generally occurs due to the fencing of flat bottoms with side skegs, both a closed pneumatic channel and below two identical plates in the form of a bottom, under the latter a finely dispersed gas-air layer is formed, where the side skegs prevent the flow from spreading to the sides.

Thus, design conditions have been created for an additional closed pneumatic channel after the bottom of a short (1 meter for the prototype) closed transition section of the pneumatic channel with an expanding flat bottom immediately after the nozzle of the coaxial impeller located in the hull in the front (bow) part of the deck niche. The nozzle angle is 25-30°. The vessel increases its stability and begins to plane, after which the draft of the vessel decreases, respectively, and the volume of air is compressed above the supporting surface of the water, since an additional flat rectangular bottom is formed above it, made of two equal flat rectangular plates with perforation holes with plates curved on top in the form of fins towards the air and, which with their edges lie along the open shape of the U-shaped frame horizontally in plan. The U-shaped frame is made of an angle or I-beam profile with supporting protruding edges. Thus, in general, the effect of damping the impacts of the vessel on the surface of the water is created (the vessel moves without jerking) at the moment of the release of part of the downward compressed air through the perforation holes in flat horizontally located plates and laid on the supporting protrusions of an open-ended U-shaped frame, with the perforation holes have curved plates in the form of fins on top of them towards the air flow.

It should be noted that in order to increase the reliability and survivability of a vessel on a compressed pneumatic flow, it is equipped with two equal-sized flat horizontal plates rotating on a horizontal axis with hinges, each on its own axis of rotation, especially over rough terrain, land access, swamps, etc. ., is additionally equipped with small supporting landing gear wheels, which are located in the niche of the skegs (something like the wheels of an airplane landing gear, also included in the niche after takeoff - lifting off the ground with side flaps), in the “retracted” position with the help of hydraulic cylinders due to the use of an internal combustion engine with low power (in the example, 50 hp) (not shown) and control from the cockpit. The dimensions of the wheels are decided at the design development stage for the vessel, its carrying capacity, etc. when entering land.

It should be noted that a high-speed small vessel on a compressed pneumatic flow can exit the water onto the surface of a solid shore with a difference in its elevations, onto the edge of ice, a steep bank, or vice versa, to make a descent when entering the water, and this reduces the adhesion of the entire bottom to the soil ( not known), reduces resistance in the movement of the vessel due to additional landing gear wheels extended down from the niche using power hydraulic cylinders controlled from the cockpit. It is also possible to load (enter) the platform for transportation by vehicle with a platform to another location. The wheeled chassis may consist of several small sizes, for example, of six racks with pneumatic-hydraulic shock absorbers, and remotely controlled, three on each side of the side skegs with fastening in the niches of the skegs, but below the U-shaped frame with protruding parts fixed along the perimeter of the not closed supporting ends on which both equal plates rest in the form of an additional bottom during the movement of the vessel.

In addition, a safety belt in the form of separate rubber-woven or inflatable sections or sections filled with elastic material can be used along the external contour of a high-speed vessel.

In order to ensure noise reduction from the use of a coaxial impeller and engine connected to each other through a transmission, the crew cabin is low-noise and consists of a frame. Consisting of load-bearing profile structures (not shown in the drawing), inside of which packages of sound and heat-insulating elements and sound-absorbing material are installed. In the cabin, lamps are installed based on the use of modern LED modules containing a solar panel, LEDs and a battery compartment, a controller and a device base on the outside; in the battery compartment (not shown in the drawing for simplicity) an electricity storage device is installed, connected to the controller, and it is already connected to solar panel, i.e. is a battery or supercapacitor. The energy storage device can be made in the form of a nickel-metal hydroxide (Ni-ΜΗ) battery, and a supercapacitor, for example 120F (2.3V), providing maintenance-free operation for a given estimated time. The system can be completely autonomous.

The deck of the vessel can also be equipped to accommodate six passenger (by standard) seats with means of securing people with a proposed change in the design of the overall high-speed small vessel on a compressed pneumatic flow in forward motion through water, swamp, ice, snow, on land, and for any air temperatures (the bottom does not freeze).

It should also be noted that a rigid, open-shaped U-shaped frame, fixed inside an open pneumatic channel along the perimeter between the side skegs, allows, when moving two flat plates upward, to change the configuration optimally according to the height of the open pneumatic channel using simple screw rods with height position gear motors, creating optimal geometric dimensions, and depending on their relative position, meeting the specified operating conditions of the vessel. When testing a vessel, the length of the plates is each 2 m, and the width of each above the supporting surface of the water is 0.9 m.

All together, the originality of the proposed invention determines the achievement of the set goal and a higher level of reliability in operation for such vessels, with the simplicity of the installation work performed.

An analysis of known technical solutions, carried out according to scientific, technical and patent documentation, showed that the set of essential features of the claimed invention is not known from the prior art, therefore, it meets the conditions of patentability “novelty”, and also meets the criterion of “industrial applicability”, since it is feasible with using known technical means according to design development technology.

In order to complement the description given below and to facilitate a better understanding of the features of the invention, in accordance with the proposed example of its implementation, drawings are attached as an integral part of the said description, in which the following are presented in an explanatory and unrestricted capacity:

Fig. 1 shows the proposed high-speed small vessel on a compressed pneumatic flow, top view.

Fig. 2 shows a schematic side view with a system of rotating flaps and with an additional bottom in view of a horizontal plate.

Fig. 3 shows a schematic general view of the ship's hull lying upside down in an axonometric projection.

Fig. 4 shows a schematic view of the proposed vessel, bottom view.

Fig. 5 shows a schematic fragment of a side view from the stern side with a control system with two vertically fixed flaps.

Fig. 6 shows a rear view of the stern of the vessel with steering gear.

Fig. 7 schematically shows the installation of the landing gear wheels in a niche inside the skeg vertically when moving on land.

Fig. 8 schematically shows the horizontal placement of the landing gear wheels in the skeg niche when the vessel is moving on the water.

Fig. Figure 9 shows a propeller hub with a fragment of a blade for installation on an experimental vessel using compressed pneumatic flow, top view (photo).

Fig. 10 shows a screw hub, consisting of two halves, side view (photo).

The high-speed small vessel on a compressed pneumatic flow, presented as an experimental vessel in the drawings, is not limiting; it serves only to demonstrate the basic principles of this technical solution, the scope of which is determined by the claims.

The proposed invention is presented as a light, small, high-speed vessel using a compressed pneumatic flow. The vessel contains a supporting platform on which a coaxial impeller 1 is fixed in the bow part in a niche of the hull in a closed aerodynamic housing 2. The control cabin, the engine compartment and the transmission compartment connecting the shaft of the coaxial impeller (not shown for simplicity).

The housing 2, in which the coaxial impeller 1 is located, has an aerodynamic shape, the nozzle of which is directed at an angle of 20-30° towards the transitional closed pneumatic channel 3, expanding in plan, its bottom is made flat and horizontal, located higher between the side skegs 4, respectively, above the supporting ones the lower ends of the skegs 4 by 25-30 cm. The length of the closed transitional pneumatic channel is equal to (0.25-0.30)6, where 6 is the length of the vessel at the top, beyond this transitional section of the closed pneumatic channel 4, which originates under the bottom of the vessel's hull, open pneumatic channel 5, also laterally limited (enclosing) by side skegs 4 towards the stern of the vessel. At the level of the flat rectangular bottom of the pneumatic channel 3, along the perimeter of the open pneumatic channel 5, an open-shaped U-shaped frame 6, made of an angle or I-beam profile, is rigidly fixed to the side inner walls of the skegs 4, so that the axes 7 are secured to its supporting protruding ends using fasteners. and 8 rotation with hinges (not shown) from two equal movable plates 9 and 10 in the form of an additionally created bottom (something like the flaps of the wheels of an aircraft landing gear) with the possibility of their vertical rotation upward towards the rigid bottom of the ship's hull. This is a new unknown approach to solving the operational reliability and seaworthiness of a vessel with the proposed fastening elements horizontally of two rotating flat plates 9 and 10, which in operation form, as if integrally assembled, an additional bottom located in the cavity of the open pneumatic channel 5 (dividing the pneumatic channel into upper and lower parts ) in the movement of a high-speed vessel on a compressed pneumatic flow with its own control circuit with steering devices with rotating vertical flaps. Thus, in the lower position, horizontally rotating two plates 9 and 10 of equal size in geometry are carried out, whose edges lie on the supporting ends of the open-shaped U-shaped frame 6 along the perimeter of the open pneumatic channel 5, and which lie in the same planned horizontal plane with a rectangular bottom closed transition section of the pressure pneumatic channel 3. The protruding support ends (ends) of the U-shaped frame 6 fix the lower position of the two plates 9 and 10 in the form of an additional solid bottom, also located in height 25-30 cm above the support ends of the enclosing side skegs 3 to the side stern of the ship. Rotation of two plates 9 and 10 simultaneously (synchronously) upward (towards the hard bottom of the ship's hull) is ensured by the rotation of axes 7 and 8 with hinges in a fastening connection rigidly to the protruding support ends (ends) of the open-ended U-shaped frame 6, the axes of which through a hinge joint (not shown) they are connected to screw lifting devices 11 and 12 in the form of vertical rigid screw rods, the upper ends of which are connected to gear motors (not shown for simplicity) from above on the high-altitude deck.

The gearmotor is located on top of the ship's deck and, through direct rods 13 and 14, is activated by command from the crew control cabin 15.

To reduce the loss of air pressure under the bottom from the side of the open pneumatic channel 5 and maintain the movement of compressed air along the entire length towards the stern of the vessel, the air mass that comes from the coaxial impeller 1 through the transitional closed section of the pneumatic channel 3, in terms of the device. Plates 9 and 10 are placed horizontally in a rectangular section along the perimeter of the open pneumatic channel 5, dividing it into upper and lower parts, isolated from each other during the movement of the vessel. The result is a simplification of the configuration in its geometry in shape, in contrast to the known devices for creating an additional solid bottom in the form of two equal rotary plates 9 and 10 with the formation in the upper part of a single air pressure channel towards the stern of the vessel. Accordingly, the smooth transition of compressed air from the transition section of the closed pneumatic channel 3 towards the additionally formed closed pneumatic channel located in the open pneumatic channel 5 ends at the end of the stern with steering devices (the purpose of which will be described below in the text of the description), i.e. as if it forms a second nozzle towards the steering devices. Thus, the maximum reduction in pressure losses is taken into account when the open pneumatic channel 5 is divided into two parts separated from each other (upper and lower), the upper closed part provides the air flow with high energy qualities, maintaining pressure towards the stern of the vessel. This form of arrangement of the additional bottom, laid on the protruding support ends of the open-ended U-shaped frame 6, is most widely used in practice for such light vessels, their reliability and seaworthiness, both in calm waters and in rough waters. When constructing an additional bottom from two equal rotary plates 9 and 10 for vertical movement towards the rigid main bottom of the ship's hull, the correct geometric definition is of great importance, i.e. determining their length and width in the cavity of the open pneumatic channel 5, which has a significant impact on the movement of a high-speed vessel on the water. During testing, it was experimentally established that the length of the transitional closed section of the pneumatic channel is equal to , Where - the length of the ship's hull, and the nozzle of the hull 2 in which the coaxial impeller is located is located at an inclination angle of 20-30° towards the rectangular bottom of the closed pneumatic channel 3.

To facilitate lifting off of the vessel while moving on water or in shallow areas on water, wet snow, swamps, and reducing engine power losses, both flat horizontal plates 9 and 10 are made with perforation holes 18 and 17, on top of which curved plates (not shown) are fixed in the form of fins, in a horizontal plane, located in the lower horizontal position, and with the help of vertical rods they change their height position under the rigid bottom of the ship’s hull, i.e. change the geometric parameters in the space of the open pneumatic channel 5, horizontal flat plates 9 and 10, which at one end with the horizontal axis of rotation 7 and 8 with bearings are fixed with fastening devices (clamps) (not shown) to the flat protruding support ends (ends) of an open U-shape frame 6. In this case, screw rods 11 and 12 on top of the deck are connected to geared motors (not shown), the latter are connected by direct rods 13 and 14 to control from the cockpit 15, respectively, to the operation of an internal combustion engine (not shown) through a gearbox with transmission connection.

A composite rigid bottom, made of two equal geometric dimensions of plates 9 and 10, can be expressed as one solid rigid bottom when they are laid simultaneously (synchronously) on the supporting protruding ends of the open form of the U-shaped frame 2 in the space of the open pneumatic channel 5. The prototype showed , that the placement of an additional rigid bottom in the space of the open pneumatic channel from the side and, in continuation of the closed section of the pneumatic channel 3 with a rectangular bottom at the same level towards the stern of the vessel, and this makes it possible to increase the air pressure in the created closed rectangular in terms of the pneumatic channel with its optimal length and, an acceptable uniform air pressure should be expected across the section. The degree of loss due to resistance to water will be absent, and only losses due to the resistance of its walls will be taken into account and, therefore, in the aft part of the vessel, the compressed air outlet will be saved for passage in the channel between the air flaps of the steering device, according to their vertical location, the presence of which is determined by the design new location, which will be described in more detail below.

Example. The prototype of the vessel is made of polystyrene foam and fiberglass. The total length of the vessel is 4 m, width 2 m. The bottom of the closed transition section of the pneumatic channel was 1 m, and the bottom of the open pneumatic channel was 2 m. The open-shaped corner of the U-shaped frame was 45x45 mm made of metal. The propeller of the coaxial impeller AVS-PROP is made as an aircraft one and is made as an experimental one, which is used as a propulsion device. Explosive diameter - 1212 mm, explosive weight - 50 kg, maximum permissible explosive rotation speed - 2650 rpm, moment of inertia - no more than 6000 kgcm ² , radial runout - no more than 2 mm, axial runout - no more than 2.5 mm , the hub is assembled (Figs. 9 and 10), the preliminary assigned resource is 350 flight hours. The large central hole of the hub is 47 mm, the small central hole is 25.4 mm and the hub consists of two identical prefabricated parts. The propeller blades are installed using a goniometer ruler with the recommended angle set on the dial, then fixed with a bolt and nut. The assembled propeller is installed using six Μ 8 bolts and connected to the engine gearbox. The propeller is adjusted according to the engine crankshaft rotation speed. The propeller can be operated at ambient temperatures from -25 to +45C. The blades are made of special hard plastic (white). The screws are made for right and left rotation. Engine from 50 to 150 hp The current cost of an (experimental) propeller with 12 assembled blades is about 100 thousand rubles. Plant LLC Aviaspectr-plus, Samara region.

It should be noted that there are possible options for changing the geometric position of the rotary plates 9 and 10 when rotating them upward towards the hard bottom of the ship's hull (open pneumatic channel), the free ends of which can rest against the arch of the hard bottom of the hull. In these embodiments, the compressed flow will come into contact with the supporting surface of the water of the open pneumatic channel 5, limited by the side skegs 4 (for example, it will provide an oval shape of the bottom towards the upper rigid bottom of the vessel's hull in a given space along the length of the open pneumatic channel 5 towards the stern of the vessel.

However, it should be noted that the air cushion is created mainly by pumping air from the transitional closed section of the pneumatic channel 3 in the direction of laying flat horizontal plates 9 and 10 on the supporting protruding ends of the open form of the U-shaped frame 6. In the horizontal form of the plates, holes 16 are made in a checkerboard pattern and 17, which have fixed curved plates in the form of fins on top (not shown), and their upper ends are directed towards the movement of air, in this case we obtain one integral additional bottom, made of two equal geometric dimensions of plates 9 and 10. The formed additional pneumatic channel itself performs the role of an additional nozzle towards the stern of the vessel. In fact, an additional closed pneumatic channel created in the space of an open pneumatic channel with certain geometric parameters and the ratio to the closed transition section of the pneumatic channel along the length under the bottom of the vessel will supply the necessary compressed air with operating pressure towards the stern with a fixed system of rudders (rotary flaps), and resistance losses are minimal , and in the cross section one should expect an acceptable pressure distribution along the length and width. In engineering calculations, it is very important to correctly determine, using simple dependencies, the optimal basic geometric dimensions that meet the given operating conditions of a high-speed small vessel on a compressed pneumatic flow when pressure is created by the propulsion unit (coaxial impeller) with a specific motor connection.

Perforation holes 16 and 17 with plates curved at the top with the capture of part of the air towards the wetted supporting surface of the water are determined by calculation, based on a given speed of movement, respectively, the dynamic lifting force resulting from above the water surface of the water under the bottom at a certain angle of attack (propulsion trim). The projection of the wetted surface onto the additional bottom created from two identical rigid horizontally laid plates 9 and 10 depends on the planing of the vessel. The cross-section of holes 16 and 17 depends on the characteristics of the possibility of supplying compressed air as a whole from the coaxial impeller 1 and the power of the installed engine, the housing size specified in the engine operating manual. In this case, depending on the moving conditions of the vessel, an air cushion is created from below above the supporting surface of the water by pumping air from holes 16 and 17 into the area under the bottom of plates 9 and 10, fenced with side skegs 4.

At the end of the aft part of the vessel, a system of steering devices located in a vertical plane in the form of air flaps 18 and 19, as well as water flaps 20 and 21, are fixed to a compressed pneumatic flow, the latter are located below the horizontal flat laid plates 9 and 10, and the system of all flaps has one thing in common steering device 22 and 23.

In addition, steering devices can perform, if necessary, braking a vessel in motion until it stops when the coaxial impeller connected through a gearbox or transmission with an internal combustion engine is turned off.

The axes of rotation of the rudders 22 and 23 are connected from above on the deck with adjustable rods 24 and 25, connections in one unit 26 for connection with the general control rod of the crew (similar to the steering wheel of a car).

The buoyancy, stability and safety of movement of a high-speed vessel on a compressed pneumatic flow on water is ensured with the help of a safety belt 27 on the sides of the vessel made of separate rubber-woven silts, inflatable or filled with elastic material.

The lower base of the supporting ends of the skegs 4 provides for the installation of longitudinal elements in a high-altitude position, for example, in a niche, the supporting wheeled chassis 28 are at least three in length on each side from the bottom of the skegs with hydraulic cylinders 29 - this allows for high maneuverability of the vessel in motion, additionally when leaving the water on shore, on slopes and slopes on land; during transportation, the vessel can easily be moved onto the platform of a vehicle loader (a vehicle with an inclined platform - a tow truck). Such support wheeled chassis 28 do not require large geometric dimensions; they can easily fit into a niche in the movement of a vessel on water or in shallow water (one hundred in the form of support wheels of an aircraft landing gear during takeoff from an airfield and in flight).

A horizontal flow-directing element fixed in the aft part of the vessel's hull is made of a U-shaped canopy 30 with an angle of inclination of 20...30° behind the stern of the vessel, in length equal to the distance in order to overlap the steering devices 22 and 23 from above with a system of vertical air rotary flaps 18 and 19 , as well as vertical water flaps 20 and 21, fixed in one parallel vertical direction, create conditions for more reliable operation of such a vessel in motion, when the upper flaps 18 and 19 are connected to an additionally created closed pneumatic channel, filled with compressed air along the length under the main bottom of the ship's hull towards the stern, and the lower flaps 20 and 21 are located in the water column and below the bottom made of two equal U-shaped frames 6 laid horizontally on the supporting ends, i.e. independently of each other in the high-altitude control of the vessel as a whole. In addition, the vessel can be turned in any direction, with the simultaneous operation of the steering devices, and the device of an inclined U-shaped canopy on the stern side eliminates splashes and fountains upward, pressing the jet air stream down with the release of the gas-water flow between them into the atmosphere, thereby additionally increasing the speed of the vessel, when such a compressed mixed flow enters the atmosphere, accordingly, repulsion from the dense atmosphere occurs.

To increase the reliability of the operation of the coaxial impeller 1 and from damage to its blades, a protective grille 30 is provided, which can be made of any rigid material with cells 25×25 mm in cross section (mainly preference is given to composite materials).

To increase the buoyancy reserve and reduce weight, foam blocks (not shown) are installed in the sealed compartments of the hull and partitions of the ship's hull.

In addition, packages of vibration-isolating elements for the cabin and passengers can be made either solid or consisting of elements (not shown in the drawing for simplicity) inscribed in the contour of the frame of the cabin and passengers as a whole. In this case, the walls of the bags can be made of structural materials, with a layer of soft vibration-damping material, for example, type VD-17, or material like “Gerlen-D” applied to its surface on one or both sides; the ratio between the thickness of the lining and the vibrating coating lies in the optimal range - 1: (2.5…3.5).

The sound-absorbing material of the sound and heat-insulating elements is made in the form of a slab of mineral wool on a basalt base of the “Rockwool” type, or mineral wool of the “URSA” type, or basalt wool of the P-75 type, or glass wool lined with fiberglass, or foamed polymer or polypropylene, and the sound-absorbing element over its entire surface is lined with an acoustic transparent material, for example, fiberglass type 33-100 or polymer type “Poveden.” The sound-absorbing material can also be made of hard porous sound-absorbing material, for example, aluminum foam or metal ceramics, or metal foam rubber, or shell rock (on not shown in the drawing).

The joint work of flat plates 9 and 10 movable in a vertical plane, which lie in their lower position on the supporting protruding ends of the walls of the open-ended U-shaped frame 6 along the perimeter of the open pneumatic channel 5, bounded by the side skegs 4, are connected using vertical screw rods 11 and 12 with lifting gear motors (not shown) from above on the deck of the vessel, in order to ensure the creation of a high speed of passage of the vessel on a compressed pneumatic flow, depending on the environment, for example, on water, in shallow water, on land.

Under the bottom of the vessel, we actually have an air cushion if there are holes 16 and 17 in the flat horizontal plates 9 and 10, equipped with curved plates on top (not shown) towards the passage of air, i.e. a stable form of a finely dispersed air-droplet layer and an effective air layer under the bottom of the “lubricant” is formed from below to the end of the stern of the vessel, when planing the vessel (boat), which is absent in known analogues, upon contact with the supporting surface of the water, as a result of an additionally created closed pneumatic channel ( additional nozzle) in the space of the open pneumatic channel.

The bottom is made of two flat horizontal plates in cross section with holes made with fins on top of these plates 9 and 10, which allow air to be removed under the bottom, located behind the end of the transitional closed section of the pneumatic channel to create significant thrust of the vessel. The shape of the geometry of two rotating plates on an axis with hinges allows you to change the shape of the geometry in the open pneumatic channel under the main rigid bottom of the vessel hull with enclosing side skegs 4.

It is important to note that the design on each steering device 22 and 23 is also a new solution, in particular the height mounting system of two rotary flaps behind the stern of the vessel: some flaps 18 and 19 are air controls for the air flow passing through the newly created closed pneumatic channel, and the other flaps 20 and 21 are located in the thickness of the flow, and below the bottom additionally formed by two identically sized flat plates 9 and 10 in geometry when they are laid on the supporting protruding ends of the walls of the open-ended U-shaped frame 6. At the same time, the presence of steering devices 22 and 23 ensures reliable rotation of the vessel in operation at any angle of the vessel in motion on water, in shallow water, in a swamp, on land, as well as the possibility of rapid braking force until the vessel comes to a complete stop when the engine with a coaxial impeller is turned off.

Specialists in this field of technology will obviously understand the importance of the function performed and the purpose of these elements for the reliable operation of a high-speed small vessel on a compressed pneumatic flow, which is defined by the attached claims in order to ensure the movement of the vessel depending on the traffic environment on water or on land with complex rough terrain terrain. Thus, a vessel on a compressed pneumatic flow can navigate routes on weak supporting surfaces, including loose snow, areas with thin broken ice or in open water. For example, the development by man of the most promising regions on the planet is Artik, one of the least developed by man, and for this a reliable, simple structural vessel is needed. It can be noted that small-sized displacement watercraft are known, including jet skis-hydrocyclones. Hydrocyclones usually have a length of up to three meters and a load capacity of up to 300 kilograms, and can reach speeds of up to 150 km/h, i.e. it is necessary to increase the efficiency of a small vessel on a compressed pneumatic flow in terms of simplicity of design.

The vessel can be made in single and multi-seat versions. It may be controlled programmatically or remotely via radio signals via a radio communication system (not shown for simplicity), which can also be used to transmit audio, video and other information in real time from an infrared illuminated instrumentation technology module (not shown).

The operation of a high-speed small vessel on a compressed pneumatic flow is carried out as follows.

The internal combustion engine is started, the coaxial impeller 1 is turned on, while both flat horizontal movable plates 9 and 10 are placed (lay down) on the supporting protruding side walls of the open-shaped U-shaped frame 6 made of an angle or I-beam profile, forming an additional solid rigid bottom above the supporting surface water in the space of the open pneumatic channel 5, but above the lower ends of the side skegs by 20-25 cm. When the vessel moves on a compressed pneumatic flow, the coaxial impeller 1 supplies compressed straight air through the nozzle of the housing 2 at an angle of 20-30°, then into the expanded transition closed section pneumatic channel 3, in such a way that the air, expanding, enters an additional created closed pneumatic channel, placed in the open pneumatic channel 5 by laying horizontally on command from the cockpit on the protruding support ends (walls) of the open-ended U-shaped frame 6 of two equal in geometry sizes of flat rectangular plates 9 and 10, which can, if necessary, block in the horizontal plane (divide) the open pneumatic channel 5 into two parts, the formed flat bottom is located at the same level horizontally and coincides with the flat rectangular bottom of the transition section of the closed pneumatic channel 3, Consequently, the ability to move the ship forward is accelerated. In this case, the axes 7 and 8 of rotation, attached on one side of the end to the plates 9 and 10 with hinges (not shown), are fastened with fastening elements, for example clamps, to the horizontal plane of the protruding support ends (walls) of the U-shaped frame 6, the latter is rigidly fixed to the inner walls of the side skegs 4. The rotation of plates 9 and 10 is controlled by command from the cockpit. Thus, the technological solution makes it possible to simply lay flat plates 9 and 10 above the supporting surface of the water in motion, but 20-25 cm above the lower ends of the skegs, ensuring reliable operation.

To create an air cushion under rectangular horizontally laid plates 9 and 10, they, in turn, are made in a checkerboard pattern with perforation holes 16, 17, which are made on top with curved plates, in the form of fins, towards the incoming air, helping to take in part of it and direct down towards the supporting surface of the water, creating a stable form of a fine-bubble gas-air layer under the created bottom, corresponding to the shape of the wetted surface of the bottom when planing the vessel (boat). This air layer is an effective “gas lubricant” of the bottom, reducing hydrodynamic resistance due to a sharp increase in the size of pre-compressed air bubbles in the boundary layer under the bottom in the form of plates 9 and 10 laid horizontally between the enclosed side skegs 4, at the ends of the U-shaped frame 6 and fixed by vertical rods 11 and 12 using gear motors on the deck for the altitude position from the cockpit control.

In this case, the length of the transitional closed pneumatic channel with a rectangular horizontal bottom, based on the experiment, was (0.25-0.30)6, where 6 is the length of the ship’s hull in the direction of mating the open pneumatic channel 5.

Rotation in the vertical plane of horizontal flat plates 9 and 10, geometrically equal in size, fixed at one end to the axes 7 and 8 of rotation with hinges, is ensured by a hinge connection with vertical screw rods (lifts) 11 and 12, the upper ends of which are located on the deck and connected to reversible vertical gear motors (not shown), and connected by direct rods 13 and 14, controlled from the cockpit 15.

To ensure safety and increase efficiency, the coaxial impeller 1 is located in the aerodynamic housing 2 and is protected at the front by a grille (not shown).

To increase the reliability of control of the vessel, the rear of the hull is equipped with rotating devices 22 and 23 with a vertical system with two fixed flaps on each device: on top - air flaps 18 and 19, and on the bottom - water flaps 20 and 21 directed in the same vertical plane with the fastening.

Rotating devices generally ensure that the vessel is held in a straight forward motion, as well as the ability to turn at a given angle while moving or braking when the engine with a coaxial impeller is turned off until it comes to a complete stop. Rotary air flaps 18 and 19 are located at the rear opposite the created additionally closed pneumatic channel in the space of the open pneumatic channel 5 due to the use of horizontal rigid plates 9 and 10 below the main rigid bottom of the vessel hull, and an additional bottom is located above the supporting surface of the water, and flaps 20 and 21 are located, at the same time lower and in the water column (structurally immersed).

Thus, in general, their joint work in the movement of the vessel on a compressed pneumatic flow can also create a channel for escaping into the atmosphere between them towards the steering devices, and the creation of a U-shaped canopy 30 with an inclination angle of 20...30° eliminates deck flooding and air turbulence on the deck .

Minimum trim and air lubrication allows the vessel to go on planing almost at the beginning of its movement. Performance characteristics when designing a simple vessel at cruising speeds not only in calm water, but also in rough water, with a reduced wetted surface formed by an additional bottom in the form of rigid horizontal flat plates 9 and 10 with fins along their entire horizontal plane, and a constant power plant reduce air consumption when entering an additional closed pneumatic channel in the space of an open pneumatic channel (about 2...3% of the air goes under the bottom), however, the overall speed increases when both the air lubrication effect (air cavity effect) and the rear formed compressed gas flow, and water flow between a system of two flaps on top and two flaps on the bottom, fixed in one vertical direction in height on steering rotary devices 22 and 23.

It should be noted that it is important that an additional rigid bottom made of two horizontal flat plates 9 and 10 with fins in the space of the open pneumatic channel 5, but 20-25 cm above the ends of the skegs, can have air lubrication between the limiting side skegs, which expands operational capabilities in motion vessel on water, on land, on snow of any density, ice, shallows and rifts, without reducing speed, and also in the presence of chassis 28 support wheels extended down from the niche and the ability to move easily, simultaneously reducing the resistance of the bottom of the vessel on the ground in height, and also avoiding obstacles in traffic (this technical solution is not generally known).

When the vessel enters the planing mode, the angle of attack changes and the resistance under the bottom of the vessel decreases, as the air pressure under the bottom, emerging from the perforation holes 16 and 17 of the horizontal plates 9 and 10 with fins on top of the plates, increases. The additional bottom, made flat, helps to increase the zone of capture by bubbles of the air layer under the bottom, i.e. corresponds to the stable shape of the wetted surface of a vessel in motion. Maintaining the vessel on the surface of the water also occurs with the presence of a side safety belt 27 of separate rubber-woven, or inflatable, or sections filled with elastic material around the vessel. This also makes it easier to accelerate the ship.

As the speed of the vessel increases, the skegs 4 begin to plane, under the influence of the vessel's shrinkage it decreases, and at the same time the flow of air under pressure under the bottom of the vessel can dampen the impacts of the vessel on the water surface, which ultimately leads to a significant increase in the speed of the vessel (boat) and an increase seaworthiness in strong waves.

The design feature of the new vessel, based on the technical solution, provides a gain in speed and fuel efficiency of up to 25% compared to motorboats and snowmobiles in both power and weight, and can also be used all year round, including during ice drift and freeze-up, when use other vehicles are almost impossible.

The exit and control of the wheels of the chassis 28 is carried out using a power hydraulic cylinder 29 controlled from the cockpit 15.

In addition, to reduce energy costs and increase the efficiency of a high-speed vessel on a compressed pneumatic flow, especially at high speeds, the vessel's fencing body in the front part also has a safety belt 27, preventing the vessel from burying its nose in the water.

The crew cabin and passenger compartment on deck are reliably insulated, noise-proof and can use autonomous solar panels and are maximally adapted for the crew and passengers when the ship is moving on a compressed pneumatic flow. It should be noted that such vessels may be in current demand even as interceptor boats, etc. (they say the well-forgotten old, which currently points to advertising - the restoration of industrial production of the hydrofoil ship "Meteor", Nizhny Novgorod, Russian Federation, not only for the domestic market, but also delivery abroad), which takes into account all the new achievements in this field of technology.

The technical result of the solution of the additional bottom, consisting of two rotary identical in geometry dimensions of equal horizontal rectangular plates 9 and 10 with perforation holes and fins, is now, in combination with the control of the vessel, original, simple and determines the achievement of the set goal and a higher level of reliability in throughout the entire service life for such vessels (boats), due to good prefabrication and simplicity of the work performed. The prototype is in production (about 80% complete), the dimensions of the vessel are described in detail above, as well as the possibility of widespread implementation in the practice of building light vessels using compressed air flow.

To ensure controllability of the vessel on a compressed pneumatic flow, in the end part of the vessel they are fixed similarly to the prototype, but with an improvement in the control system of the vessel, proposed in pairs in height, mounted in one direction by panels of different functions (for air and for water at the same time) for steering devices, between which an additional one is formed a general gas-water jet stream mixed at the back, consisting of gas (air) and water into the atmosphere, and covered on top with an inclined U-shaped canopy.

Thus, the movement of a vessel on a compressed pneumatic flow has a mode of start and maneuvering when accelerating to a given speed, and the movement can reach cruising speed with the landing gear retracted into the wheel wells in a flush position, which will reduce the overall resistance of the water under the bottom when the vessel moves on a compressed pneumatic flow . This movement is associated with the new design of a high-speed small vessel on a compressed pneumatic flow with all the totality and originality of the proposed invention. The overall drag reduction can range from 10 to 30%, and the speed can be 15-20% higher.

The wheeled chassis 28, mounted on the axis of rotation, and included in the niches of the ship's skegs, have retractable hydraulic cylinders 29, controlled from the cockpit, and their extension will be sufficient to the supporting surface of land, swamps, etc., i.e. under certain conditions of movement over rough terrain, access to land or when entering the water from the shore, they are retracted into a niche. Therefore, on the water they become redundant. Why are they put flush into a niche? The dimensions of the most advantageous wheeled chassis 28 are established experimentally by making them lightweight, and only then can they be used (as is done in the mechanics of various machines, strollers, etc.) in the operation of a vessel on a compressed pneumatic flow for small light vessels.

Thus, wheeled chassis can be useful for a vessel when reaching any shore or land, taking into account the design of their extension of power traction using a hydraulic cylinder; reliability of operation.

In the present description of the invention, this effect makes it possible to increase the vessel's maneuverability in shallow and rocky areas of the sea, rivers, and reservoirs.

The hull of the small vessel is made of low-density polyethylene, and as a result, it does not rust or rot, is not exposed to the aggressive environment of the salt sea or rivers, and is unpretentious to maintenance.

Such vessels are capable of moving at speeds of up to 70 knots (more than 80 kilometers) per hour, and, therefore, have great prospects. Such vessels (boats) can be superior in terms of hull reliability characteristics to aluminum and steel vessels using compressed pneumatic flow. This is already an innovation for such small vessels, since they are not afraid of ice floes and drifts during high water, for example, on rivers and during large spills, which is often found in nature today (during floods).

The present description of the invention presents a preferred embodiment of the present invention. However, the claimed invention is not limited to the embodiment shown, the principles best explained in general, and the practical modification of the invention. Other modifications and changes may be made by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.

The described high-speed small vessel on a compressed pneumatic flow in motion is intended to illustrate technical proposals and does not limit the present invention.

Thus, the claimed technical solution for a high-speed vessel on a compressed pneumatic flow becomes, in totality, original in its design, promising, and capable of moving at high speed in various environments, such as water, shallow water, snow and on land. The set of features and the degree of disclosure of the invention are sufficient for its wide practical implementation; the production of the sample is still ongoing, but its promise of use with a coaxial impeller and connection with a low-power engine (even with 50 hp for a given vessel) is clearly visible, as noted above . In general, the design solution itself ensures less fatigue for the crew in a silent control cabin, in the presence of all the specified vessel devices on a compressed pneumatic flow; its simplicity of work performed, and expands functionality.

The proposed invention meets the criterion of “industrial applicability”, since it is feasible using known technical means according to the technology for developing the design of a vessel. In engineering calculations of such vessels, it is very important to correctly, and with the help of simple dependencies, determine the optimal basic geometric dimensions that meet the specified operating conditions and operation of the vessel on a compressed pneumatic flow.

Claims (8)

1. A high-speed small vessel on a compressed pneumatic flow, containing a body with a blower device that creates air pressure towards the nozzle connected to the transition section of a closed pneumatic channel, the bottom of which is made horizontally flat, and at the bottom is equipped with enclosing side skegs, the supporting ends of which are lowered into the water column, and the open pneumatic channel is also limited by the side skegs and the bottom, where its lower part is the rigid flat bottom of the vessel’s hull itself, where from the closed section of the pneumatic channel a flow of compressed air enters the pneumatic channel open along the length with the formation of a high-pressure hydrodynamic jet towards the stern of the vessel, and the steering a device characterized in that a pneumatic channel open along the length, under the bottom of the vessel's hull between the inner walls of the side skegs, is made of two equal flat plates around the perimeter, forming an additional second rigid bottom relative to the upper rigid bottom of the hull, to increase high-speed movement both through water and in shallow water areas, and is a continuation in one plane of the closed transition section of the pneumatic channel, which is connected with the nozzle of the coaxial impeller, for the supply of compressed air and the movement of the vessel, while both flat movable plates are located above the supporting ends of the side skegs, while the plates have a rectangular transverse shape section, and the additional bottom with a flat rectangular bottom after alignment with the bottom of the transitional closed section of the pneumatic channel is made with the possibility of creating a general flow of compressed air towards the stern of the vessel, and the movable plates lie on the protruding supporting ends of the side walls of the open-ended U-shaped frame made of angle or I-beam profile, rigidly fixed on one front side to the flat bottom of a closed transition pneumatic channel, and on the other side, its side ends are rigidly attached to the inner side walls of the skegs, while the ends of both movable plates are fixed to the horizontal axis of rotation, hinged on the supporting, protruding ends of the side walls of an open U-shaped frame, and the other sides of the plates along the longitudinal axis of the vessel are free to each other and are made with the possibility of bringing them into the working position by screw lifts, which are hinged for lifting from the transport to the working position, and the upper ends of the screw lifts are connected with a high-altitude gear motor system mounted on top of the hull platform and actuated by command from the ship’s crew cabin, with the ability to change the geometry of the shape by raising or lowering two identical horizontal flat plates, each on its own axes of rotation simultaneously with hinges, to create horizontal overlap of the cavity of the open pneumatic channel at the bottom of the rigid bottom of the body above the supporting surface of the water and above the ends of the skegs 20-25 cm high, forms an air cushion from a fine-bubble-gas-air layer between the enclosing side skegs, while the length of the transitional closed section of the pneumatic channel is equal to (0.25- 0.30) , Where - the length of the ship's hull, and the nozzle is located at an angle of 20-30° towards the flat bottom, the expanding transitional closed section of the pneumatic channel, thereby forming a closed cavity for air flow in the direction of laying two movable horizontal plates equal in cross section on the supporting protruding ends of the side walls open-ended U-shaped frame; the aft part of the hull is equipped with vertical rudders with a system of vertical turning flaps, rigidly fixed to the vertical axis, controlled from the cockpit by the crew of the vessel, to ensure both the turning of the vessel at an angle of 15-20°, and its braking properties of the position of the flaps, deployed at an angle of 90° to transverse axis behind the stern hull at the command of the control crew. 2. A high-speed small vessel according to claim 1, characterized in that the rotating flat rectangular plates are additionally made with perforation holes in a checkerboard pattern with plates curved on top in the form of fins, which are made in the form of guides for the selected air flow towards the supporting surface of the water and are limited protecting side skegs. 3. A high-speed small vessel according to claim 1, characterized in that the vertical axes of the rudders with the help of direct rods are placed on the deck behind the stern in their height, have a system of fixed vertical turning flaps in one vertical plane, the lower of which are located at the rear of the stern in thicker than the water, and the others - the upper ones - are installed opposite the formed additional outlet of the air flow from the cavity of the additional closed pneumatic channel, equipped with a bottom in the form of two equal flat horizontal plates, kinematically connected to the control system of the geared motor on the deck of the vessel. 4. A high-speed small vessel according to claim 1, characterized in that the outer side of the vessel’s hull is equipped with a safety belt made of separate rubber-woven, or inflatable, or sections filled with elastic material. 5. A high-speed small vessel according to claim 1, characterized in that the side skegs, at the bottom ends, are equipped with controlled landing gear wheels that synchronously lift or lower onto land using hydraulic cylinders controlled from the cockpit. 6. A high-speed small vessel according to claim 1, characterized in that the crew cabin is made of a low-noise ship's cabin, consisting of profile structures, inside of which packages of sound and thermal insulation elements and at least one layer of porous sound-absorbing material, and a perforated decorative panel are installed, and An air gap is formed between the panel and a layer of porous sound-absorbing material and lamps are installed based on the use of LED modules containing a solar panel on the outside to accommodate LEDs, a battery compartment, a controller and the base of the device, while an electric energy storage device is installed in the battery compartment, connected to the controller, which in turn connected to a solar panel, and the energy storage device is a battery or supercapacitor. 7. A high-speed small vessel according to claim 1, characterized in that the front part of the coaxial impeller is covered with a protective grille. 8. A high-speed small boat according to claim 1, characterized in that the front (bow) part of the hull has lighting and/or fog lights, and the cabin is equipped with a sound signal.

Images