UA50831C2 - Body of glide vessel - Google Patents

Abstract

Body of glide vessel has side part and bottom, formed by two placed symmetrically at angle to center plane surfaces coming together at the keel, and at least one arrow-like step at the bottom, at that the surfaces forming parts of the bottom behind the step are made with continuous transition from flat shape directly behind the step to convex shape at the area of the part of the bottom behind the step at the side of the stern, and provide positive deadrise of the parts of the bottom behind the stern, this leads to decrease of dynamical load on the bottom, increase of stability of the body in regime of gliding in turns.

Description

Description of the invention

The invention relates to shipbuilding, in particular to the contours of the hulls of gliding vessels, and can find 2 applications in the construction of boats and boats that can be used as fishing, leisure, sports, rescue.

There are well-known boats with a gliding hull, small keel, including those with a flat bottom, which provide high hydrodynamic quality, which allows you to enter pleating at moderate speeds with a relatively small engine power in relation to the tonnage (Guide to boats, boats and motors, 70 "Shipbuilding", Leningrad, 1982, pp. 45 - 46). However, with an increase in speed, such a hull experiences strong shocks against a wave, because upon meeting a wave, the lifting force acting on the bottom of the hull instantly increases several times, the hull rises above the surface of the water, and at such a moment, when falling on the water, it receives strong shocks into the bottom, which not only negatively affect the crew, but can cause the destruction of the hull. In addition, flat-bottomed hulls are prone to dolphining and are prone to sideslipping and overturning in 79 turns at full speed. All of the above limits the use of flat-bottom hulls in gliding modes in open water areas and at speeds exceeding 50 km/h.

A well-known hull of a gliding vessel with "deep U" contours. Such a hull is characterized by an increased bottom keel (more than 207) from the middle to the transom and contains a side part and a bottom formed by two symmetrically located surfaces at an angle to the diametrical plane converging on the keel. These surfaces intersect with the side part along the cheekbone line. (Guide to boats, boats and motors, "Shipbuilding",

Leningrad, 1982, pp. 47-50, as well as "Boats and yachts", 1974, Mo 6 p. 43).

Common features of the analog and the proposed solution are the side part, the bottom, formed by two symmetrically located surfaces at an angle to the diametrical plane, converging on the keel.

Hulls with contours of the "Deep M" type have a higher comfort of riding on waves, a reduced bottom surface wetted with 29 in the pleating mode, allow to obtain a higher speed, are characterized by sufficiently high stability when swimming in turbulent water conditions, a small drift in circulation and with the smoothness of a duck.

However, such contours of the hull have a large resistance at the initial moment of movement and a large amount of time spent on acceleration until entering the mode of pure pleating due to the low hydrodynamic quality of the hull, as well as reduced stability (the ability of the vessel to resist the influence of external forces that tend to tilt it in the transverse and -- 30 longitudinal directions, and return to the straight position after the termination of the action of such forces) both in the parking lot and on the go.

At the end of the 50s, gliding hulls called trimarans appeared. A characteristic feature of all existing types of trimarans is the main hull with "deep M" contours and two sponsons located symmetrically on the sides of the hull and made in the form of hulls of smaller volume. The purpose of the sponsons is to increase the stability of the vessel on the move and in the parking lot, to rid the ship of risqueness (involuntary turning of the ship on its side to the wave o when moving on a passing wave). One of the representatives of trimarans is a hull with "cathedral" contours.

The "cathedral" type hull is characterized by the contours of the main part of the "deep M" type hull, formed by the side part and the bottom of the increased keel, made in the form of two symmetrically located at an angle " to the diametrical plane of the surfaces that converge on the keel and intersect the side part along the cheekbone line, and Z 40 also has two sponsons located along the cheekbone line symmetrically along the sides of the hull. A feature of the "cathedral" is the increased keel of the bottom, the cheekbone line raised above the waterline in the bow, high

From" raised sponsons, a horizontal platform made along the cheekbone line from the stern to the bow between the contours of the main hull and the sponsons. ("Boats and yachts", 1974, Mo 6, P.44-45).

The general features of the analog with the proposed solution are the side part, the bottom, made in the form of two 45 symmetrically located at an angle to the diametrical plane of the surfaces that converge on the keel and intersect the side part along the cheekbone line, side sponsons, a horizontal platform, made along the cheekbone line from av! aft to the bow between the contours of the main hull and the side sponsons.

With such execution of contours, the sponsons perform their stabilizing function only in the parking lot and when rolling and turning. In the pleating mode, the sponsons do not come into contact with the water surface, as a result of which the hydraulic resistance decreases by 20%. The horizontal platforms along the cheekbone line are surfaces that pleat and provide an increase in the hydrodynamic effect of water on the body in the form of lifting force, which allows you to quickly enter the mode of pure pleating. With these advantages, "cathedral" type contours have limited possibilities in terms of hydrodynamic qualities due to the size of the wetted surface in pleating mode. The stability of the movement of such circuits depends significantly on the position of the center of gravity. In addition, in the pleating mode, the stability of the body is insufficient, which causes a significant roll when turning at speed, inclusion in

GF) operation of sponsons and the resulting increase in hydrodynamic losses.

There are well-known redan contours of hulls, which are characterized by the presence of one or more transverse or arrow-shaped ledges - redan, which divide the bottom into several sections (before redan and loading of the bottom section). 60 Thus, a boat with "zirslot" type contours is known as a further improvement of the "cathedral" type contours ("Boats and Yachts", 1974, Mo 6, P.45 - 47). The hull of the mentioned boat has contours of the main part of the hull of the "deep M" type, formed by the side part and the bottom, made in the form of two symmetrically located surfaces at an angle to the diametrical plane, converging on the keel and crossing the side part along the cheekbone line, two sponsons located along cheekbone lines symmetrically along the sides of the hull, a horizontal platform made along the cheekbone line from the stern to the bow between the contours of the main hull and the sponsons. At the bottom,

approximately in the middle of the hull, a transverse redan is made in the form of a step located diagonally to the keel. The charged area of the bottom is made in the form of two flat surfaces that converge on the keel and form a positive keel of the charged part of the bottom. The angle of attack of the charged part of the bottom is less than that of the nose part of the hull. The lifting hydrodynamic force acting on the hull in pleating mode on ordinary boats begins to act at the point where the bottom meets the water and performs this action on almost the entire other half of the length of the hull - from this point to the transom itself. Execution at the bottom of the redan cuts off this hydrodynamic force at the edge of the redan.

The increase in trim occurs only until the moment when the line of contact of the bottom with the water reaches the redan, after which the water begins to run into the bottom at a smaller angle of attack and the value of the hydrodynamic force drops sharply. 7/0 Making the redan arrow-shaped in plan allows you to get rid of sharp shocks. Such a transverse redan does not enter the water immediately along the entire width of the bottom, but gradually, starting from the areas at its top, so the force of the impact increases smoothly. In addition, the execution of redan on the bottom allows to reduce the wetted surface of the bottom in gliding mode, due to which the hydrodynamic quality increases. Stability of movement in the presence of redan depends less on the position of the center of gravity.

The general features of the analog with the proposed solution are the side part, the bottom, made in the form of two surfaces located symmetrically at an angle to the diametrical plane, converging on the keel, side sponsons, located symmetrically along the sides of the hull, a horizontal platform, made along the cheekbone line between contours of the main part of the hull and sponsons from the bow to the stern, transverse redan on the bottom, execution of the loaded part of the bottom in the form of two surfaces that converge on the keel and form a positive keel of the loaded part of the bottom.

Making the charged part of the bottom in the form of two flat surfaces converging on the keel does not allow to obtain sufficient stability of the hull in the pleating mode, especially when turning at speed, which leads to significant rolls and the danger of the vessel capsizing. Flat charging parts of the bottom contribute to air breakthrough to the propeller, especially when making turns during turbulence at high speed, which, in turn, causes the phenomenon of cavitation - a sharp drop in propeller resistance with a simultaneous increase in revolutions. In addition, the flat surfaces of the charged part experience significant dynamic wave loads. All of the above listed in i) aggregate does not allow to increase the speed of the vessel while maintaining the comfort and safety of navigation.

As a prototype, a boat hull with "tridin" type contours was chosen ("Boats and yachts", 1974, Mo. 6, p. 47).

The hull includes a side part, a bottom formed by two surfaces symmetrically located at an angle to the diametrical plane, converging on the keel and crossing the side part of the hull along the cheekbone line. converging on and, the keels and will form a positive keel of the charged parts of the bottom. The size of the keel on the transom is 12". co

The convex in the nose part of the surface of the bottom behind the redan becomes flat, that is, the charging parts of the bottom are formed by flat surfaces converging on the keel. The angles of attack and the length of the pleating surfaces are selected in such a way as to minimize the jumps of the vessel on waves. yu

The hull with contours of the "tridin" type allows to reduce the wetted surface of the bottom in pleating mode, reduce shock loads when traveling on waves, increase speed by 11-1595 in comparison with similar vessels. However, the execution of charged parts of the bottom in the form of flat surfaces converging on the keel , does not allow to fully realize the advantages of circuits of the "trinity" type? because in pleating mode, the hull does not have sufficient stability, which leads to significant rolls when turning at speed and the danger of overturning in the direction of the ship, flat surfaces do not allow reducing dynamic loads on the bottom when sailing on waves.

І The invention is based on the task of improving the hull of a gliding vessel with red contours, in which, due to the peculiarities of the performance of the charged parts of the bottom, a reduction of dynamic loads on the bottom is ensured, as well as an increase in the stability of the hull in the pleating mode, thereby achieving

The possibility of improving the speed characteristics of the ship, comfort and safety of sailing. c The task is solved by the fact that in the hull of a gliding vessel, which includes the side part and the bottom, formed by two surfaces symmetrically located at an angle to the diametrical plane, converging on the keel, as well as at least one bow-shaped redan on the bottom, while charging part of the bottom

Go! made in the form of two surfaces that converge on a keel and form a positive keel shape of the charged part of the bottom, according to the invention, the surfaces that form the charged part of the bottom are made with a uniform transition from a flat shape directly behind the keel to a convex shape on the borders of the charged parts of the bottom from the stern

The listed features make up the essence of the invention.

It is advisable to make the convexity of each loaded surface along the line of its boundary on the stern side with a maximum deflection arrow within 2.0 - 595 from the length of the indicated line, located at a distance of one third of this line from the keel, and the angle of keeling of the bottom on the stern side should be within 16 -23”. redan, to the convex on the border of the charged parts on the stern side), which form a positive keel of the bottom in the charged part. This is explained by the peculiarities of the hydrodynamics of the chosen shape of the specified surfaces, which allows you to climb the wave more smoothly thanks to the convex shape of these surfaces, as well as the increased capacity of the hull with the specified shape of the bottom to resist the influence of external forces that try to tilt it in transverse direction. It should be noted that the performance of the charged parts of the bottom with the form that is claimed, in principle, does not 65 Depends on the number of redans. Features of the hydrodynamics of the keel-shaped bottom, formed by surfaces of variable curvature - from flat, directly behind the redan, to the convex, chalk-charged part on the stern side - ensure the receipt of the specified advantages in both single-and multi-redan contours of pleating hulls.

The above explains the causal relationship between the technical result and the features that make up the substance of the invention.

Below is a detailed description of the hull design of the pleating vessel, with references to drawings showing:

Fig. 1 - The hull of a pleating vessel, side view.

Fig. 2 - Outlines of the hull in cross-sections along the frames. 70 Fig. 3 - Dissection along AA in Fig. 1

Fig. 4 - Dissection along B-B in Fig. 1

Fig. 5 - View along the arrow U in Fig. 1

Fig. 6 - View of the bottom of the case in axonometry.

The ship's hull includes the side part 1, the bottom formed by surfaces 2 and 3, which are symmetrically located at /5 Angle to the diametrical plane 4 and converge on the keel 5. Two arrow-shaped redans 6 and 7 are made on the bottom, at a distance of approximately 1/2 and 1 /4 of the length of the hull from the transom 8. The angle of sweep of redans 6 and 7 is approximately 487 - 637, which is due to the need to separate the flow of water from redans 6 and 7 at an angle of 90". The charging areas of the bottom are formed by surfaces 9 and 10, 11 and 12. Surfaces 9 and 10, as well as 11 and 12 converge on keel 5 and form a positive keel of the charged parts of the bottom, which is 18 "on the transom 8. Each of the surfaces 9, 10, 11, 12 2o is made flat directly behind redan 6 or 7 and gradually turns into a convex shape along the boundary line of the charged part (lines 13, 14, 15, 16), from the side of the transom 8. The convexity of each charged surface 9, 10, 11, 12 along lines 13, 14, 15, 16 has a maximum deflection arrow 17 within 2.0 - 5.095 from the length of the specified lines 13, 14, 15, 16 respectively one The maximum deflection arrow 17 for each of the surfaces 9, 10, 11, 12 is located at a distance from the keel 5, equal to one third of the length of the lines 13, 14, 15, 16, respectively. high school

Along the line of the cheekbone 18 in the front part of the hull there are side sponsons 19, 20, each of which is made with a triangular cross-section, which smoothly increases in the direction from the bowsprit 21 to its i) end, approximately half the length of the hull. Between the sponsons 19, 20 and the contours of the main body on the borders of the bottom and the side part 1, a horizontal platform 22 is made, which ensures the cutting off of water flows spreading from the keel 5 to the side part 1 and creates an additional lifting force that accelerates the exit to the "-zo mode pleating The deck 23, on which the deck superstructure 24 is made, is connected to the side part 1.

In parking, the ship's hull has high stability, because when a roll occurs in the transverse direction and sponsons 19, 20 are immersed in water, a force arises that balances the forces that cause the roll and limits the further increase of the roll. When the ship accelerates, the hydrodynamic lifting force begins to act, which increases the ship's trim and gradually transitions into the pleating mode. At the same time, the hydrodynamic force first acts on surfaces 2 and 3 of the bottom, then as the speed and trim increase, the line of the specified force moves to the first charged part, that is, on surfaces 9 and 10, and at maximum speed is placed on surfaces 10 and 11 of the second charged part the bottom In this mode, the pleating surfaces are only surfaces 10 and 11. Acceleration of entering the pleating mode is facilitated by the horizontal platform 22, which cuts off water flows and creates additional lifting force. "

The specified contours of the hull of the gliding vessel provide comfortable and safe conditions for sailing in open sea areas at speeds of more than 50 km/h and a wave height of more than one meter.

Claims (1)

;" Formula of the invention, what, , c 1. The body of a gliding vessel, which includes the side part and the bottom, formed by two symmetrically located at an angle to the diametrical plane, converging surfaces on the keel, as well as at least one arrow-shaped redan on the bottom, while the loading of the bottom part is made in the form of two of surfaces that converge on the keel and form a positive keel shape of the charged part of the bottom, which is distinguished by the fact that the surfaces that form the charged parts of the bottom are made with a uniform transition from a flat shape o directly behind the keel to a convex shape on the borders of the charged parts of the bottom on the stern side . Shck 2. The hull of a gliding vessel, according to claim 1, which is characterized by the fact that the convexity of each charged surface along the line of its boundary on the stern side has a maximum deflection arrow in the range of 2 - 5 95 from the length of the specified line, which is located at a distance of one third of this line from the keel C. Hull of a gliding vessel, according to claim 1, which differs in that the bottom keel angle on the stern side is 16 - 287. ime) 60 b5