RU196159U1 - FAST BOAT WITH GAS BASED LUBRICATION - Google Patents

Abstract

The utility model relates to the field of shipbuilding, in particular, to the design and construction of hulls of planing vessels using compressed air or exhaust gases under the bottom of the boat to reduce hydrodynamic resistance. The essence of the utility model: a high-speed vessel with a hull with a gas distribution transmission system located in it is declared including a gas duct connected at one end to the marine engine and at the other end to a gas distribution chamber communicating with narrow exhaust slots mixtures supplying exhaust gases to the lower surface of the ship’s hull, each two exhaust slots being arranged in pairs symmetrically on both sides of the longitudinal axis of the bottom of the ship, in which, according to a utility model, the exhaust slots are formed in the bottom of the ship behind the bow edge of the wetted bottom surface near it are directed in the direction opposite to the direction of the vessel’s movement, at an angle to its longitudinal axis, and on the lower border of each exhaust slit there is a cladding made in the form of a streamlined shape, the length of which is not less e the length of the exhaust gap, and the height depends on the dimensions of the wetted bottom surface and the width of the gap. At the same time, at least one pair of exhaust slots is formed in the bottom of the vessel, and the number of pairs of exhaust slots in the bottom of the vessel is determined depending on the size of the hull and the power of the installed engine. Technical result: increased seaworthiness and speed of the vessel due to efficient discharge of exhaust gases under the bottom , as well as improving the efficiency of manufacturing and operation of the vessel.

Description

The utility model relates to the field of shipbuilding, in particular to the design and construction of hulls of planing vessels with dynamic maintenance principles that use the effect of reducing hydrodynamic resistance due to the discharge of compressed air or exhaust gases under the bottom of the boat.

There are various ways to reduce surface friction when the body moves in the water, consisting in creating an air layer under the bottom of a moving vessel, for example, implemented in hydrofoil vessels, air cushion vessels or in vessels with a gas cavity in the bottom. Such methods, although they can reduce the friction of the hull against water, but are very difficult in design, require significant air flow for their implementation, and, as a result, the presence of powerful compressors on board the vessel.

Moreover, while in hovercraft, the entire mass is supported above the supporting surface by forces of excess pressure of constantly injected air and is static in nature, in ships with an air cover their mass on the move is supported by the dynamic reaction of water acting on the bottom. And due to the increase in air pressure under the bottom of the boat during its movement, near the supporting surface with a certain geometry of the bottom, an air bubble (cavity) is formed and held, which plays the role of air lubrication.

Gliding vessels are known (see Saygak boat project 14081, Zhulan boat project 14082, Mustang-1 boat project 14083), in which, to reduce surface friction of the hull under the bottom of a special shape, with a recess made in it, with a vault, inject compressed air and / or exhaust gases, creating a stable gas-air bubble (cavity), significantly reducing hydrodynamic resistance due to the presence of "air lubrication" between the bottom of the vessel and the water surface (see https://msd.com.ua/katera / pod-dnishhem-gazovaya-kaverna /).

The main disadvantages of these vessels are, first of all, the complex shape of the bottom necessary to hold the cavity in the given coordinates. In addition, these vessels have restrictions on seaworthiness (scoring) of such hulls associated with knocking out a cavity from under the bottom in conditions of developed unrest.

Known high-speed vessel according to the patent for invention No. 2176608, IPC B63B 1/18, BH 11/02, publ. 12/10/2001, including a hull with a transverse redan, side skegs and a transom, limiting a recess with a vault on the bottom, and water jets. Nozzles with ventilated and impellers of water-jet propulsors are fixed to the transom so that the lower edge of the nozzle protrudes under the notch arch on the bottom by an amount in the range from 10 to 80% of the nozzle diameter. Water conduit tunnels in the hull have an upper arch in the form of a cylindrical surface, smoothly rising along the hull with a bulge down from the arch of the bottom recess to the transom. Inside the housing, a device is installed for blowing air and / or exhaust gases into the affected part by means of channels to round-shaped openings. When a high-speed vessel moves at the calculated speed, a gas (air) cavity is formed in the damaged bottom cavity, into which air and / or exhaust gases are supplied from the blower device and which closes to the bottom excavation arch.

A disadvantage of the known vessel is the weight of the bottom structure due to the need to strengthen the bottom elements, which are stress concentrators under alternating loads, as well as reduced seaworthiness in conditions of developed unrest due to knocking out of the gas (air) cavity from under the bottom.

Known displacement vessel with air cavities in the bottom according to the patent for invention No. 2461489, IPC B63B 1/38, BH 11/02, publ. 09/20/2012, equipped with a device for creating artificial caverns under the bottom, including a cavern formation system, consisting of transverse nozzles next to each other along the vessel’s bottom in the form of inclined plates and longitudinally bounding keels installed on the bottom. The ship also has a source of forced air supply through the pipelines under the bottom of the ship to create and maintain caverns formed behind the transverse nozzles. The cavern formation system is made retractable, for which the transverse nozzles and longitudinal keels are made with the possibility of their opening and folding with fit to the bottom by turning them around their longitudinal axes located on the bottom of the vessel.

This displacement vessel has improved operational characteristics in conditions of limited fairway and in shallow water due to the preservation of the design draft of the vessel and, accordingly, reduction of its resistance in waves, and also eliminates the possibility of damage to protruding nozzles and limiting keels. However, as with the above-described vessels with an air cavity in the bottom, the main disadvantage of the known one is the complicated construction of the bottom of the hull, which leads to a significant increase in the cost of manufacturing and a decrease in its reliability, as well as a limitation on the seaworthiness of the hull associated with knocking the air cavity out from under bottoms in conditions of movement on significant unrest.

Known glider for swimming using a gas layer under the bottom according to the copyright certificate No. 85781 of 01/14/1949, publ. in 1951, in which the gas layer under the bottom is formed by the release of exhaust gases into the contaminated space and under the redan, and the gas flow behind the redan and under the redan is regulated by valves installed on the gas pipelines. In the indicated glider, the hole for exhaust exhaust under the redan is made in the form of a narrow gap in the bottom, located across the body near the nose edge of the wetted surface of the bottom and directed in the direction opposite to the movement, and at the place of the formation of the gap there is a ledge similar to the redan and equal in height to the size cracks. For this vessel, the engine exhaust gas flows through a pipeline into a gas box, from where it is partially sent through a different pipeline to a jammed space, and partially through a slot in a gas box, to a redan.

Thus, the design of the vessel provides for the mandatory presence of a redan, into which and / or for which exhaust gases are supplied, and, as follows from the drawings and description, a transverse redan must be made on the hull, which is a special case of the hull, which can be unlimited . The aforementioned narrow slit in the ship’s hull, designed to discharge exhaust gases, as shown in FIG. 2, is formed along the riveted connection of the gas box and the metal bottom of the vessel, and the ledge is formed by the thickness of the bottom of the hull, and the height of the gap is equal to the height of this ledge. This design of the ship's hull will inevitably lead to a weakening of its strength, especially with strong waves.

In addition, such gaps do not ensure uniform distribution of gases under the bottom, which leads to incomplete coating of the wetted bottom surface with “gas lubricant”, while under the bottom only a narrow longitudinal strip of gas is formed, the bubbles of which quickly “collapse”, not reaching the end of the bottom surface because any redan creates a vacuum (zone of reduced pressure). This phenomenon significantly reduces the effect of "gas lubrication", and thus does not allow the vessel to reach high speeds.

Closest to the technical nature of the claimed utility model is an ultra-high-speed sea-going vessel on a gas film according to Chinese patent No. CN 102390482, IPC B63B 1/38, publ. 03/28/2012, adopted as a prototype. The specified superhigh-speed vessel contains a hull and a gas distribution gear located therein, including a main duct connected through a small air pump to the ship's engine, as well as a gas valve connected by guiding air tubes of each stage of the internal volume of the ship’s bottom to the accumulating gas chambers of the same stages; In each accumulating gas chamber, an internal air chamber is formed, communicating with a V-shaped exhaust slot located on one side of the internal air chamber and supplying exhaust gases to the lower surface of the ship's hull. Moreover, every two V-shaped exhaust slots are located on both sides of the longitudinal axis of the bottom of the vessel and are directed back at an acute angle, symmetrical to the axis. In addition, a groove is provided on both sides of the bottom of the vessel to prevent gas leakage corresponding to the length of the bottom of the vessel, and the number of multi-stage mechanisms in the vessel’s bottom capacity is set depending on the size of the hull.

This technical solution allows you to increase the speed of the vessel and adjust the effect on the speed of significant weight and size characteristics of the vessel due to the formation of a layer of gas between the lower surface of the moving ship and water, which significantly reduces the contact zone between them. At the same time, as follows from the description of the patent, this decision is more applicable to hovercraft, the design of which is, in principle, cumbersome, and their weight is large enough to prevent such vessels from developing high speed. For small high-speed vessels, the gas-air film creation system proposed under the patent under the ship’s hull is too complicated and not effective, since when gliding, the front pair of slots (and maybe the next pair) will be outside the contact zone of the ship’s bottom with water, and exhaust Gases or air under high pressure will be released through the slots to the outside, empty, without creating a gas film between the body and the water. Or, this part of the slots should be blocked by a gas valve entering the gas distribution gear mechanism, which will require additional equipment and software to control and control this valve, thereby increasing the cost of such a ship design.

At the same time, cracks that will be in the zone of contact of the ship’s hull with water will not be able to ensure uniform distribution of exhaust gases under the bottom of the ship, since these gases, in the absence of an obstacle from the reduced pressure zone after leaving the cracks, as they move along the hull fall into the usual pressure zone, where gas bubbles are rapidly compressed, not reaching the bottom end and without forming a dense gas layer between the hull of the vessel and water, which does not allow to obtain a stable effect of "gas lubrication" and thereby reduces the speed e ship capabilities.

In addition, the location of the slots in the direction of the vessel at an acute angle to the plane of symmetry of the boat (DP) corresponds to the direction of the flow of water along the bottom when the glide path is different when the bow of the boat is pulled up. These water flows carry gas-air flows injected under the bottom from the center to the edges, where they should be delayed by the lateral grooves in the bottom surface of the vessel and directed to the stern. In practice, this design leads to the formation of two air flows along the grooves under the bottom, and the higher the speed, the stronger the air flows against the side grooves of the body, thereby also preventing the formation of "gas lubricant" under the entire surface of the bottom.

The claimed utility model solves the problem of creating a high-speed small-sized vessel with increased speed without using the bottom of a special shape and without practical restrictions on seaworthiness, in contrast to vessels using cavern formation.

The technical result from the use of this utility model is to increase the seaworthiness and speed of the vessel due to the effective injection of exhaust gases under the bottom of the vessel with the formation of the so-called "gas lubricant", as well as to increase the efficiency of its manufacture and operation due to the use of a simple in shape standard bottom, cheaper and more technologically advanced, without restrictions on the hydrodynamic model (for example, monohedron, variable pitching bottom, etc.).

The specified technical result is achieved in that the high-speed vessel with gas-lubricated bottom contains a hull with a gas distribution transmission system located in it, including a gas duct connected at one end to a ship engine and the other end to a gas distribution chamber communicating with narrow exhaust slots supplying exhaust gases to the lower surface of the hull, with every two exhaust slots located in pairs symmetrically on both sides of the longitudinal axis of the bottom of the vessel.

According to a utility model, the exhaust slots are formed in the bottom of the vessel behind the nose edge of the wetted surface of the bottom near it, are directed backward, in the direction opposite to the direction of the vessel’s movement, at an angle to its longitudinal axis, and on the lower border of each exhaust slot there is an adjustment made in the form streamlined strips, while the length of the patch should be no less than the length of the exhaust gap, and the height depends on the dimensions of the wetted bottom surface and the width of the gap.

At least one pair of exhaust slots is formed in the bottom of the vessel, and the number of pairs of exhaust slots in the bottom of the vessel is determined depending on the size of the hull and the power of the installed engine.

These exhaust slots are formed in the bottom of the vessel at an angle from 50 ° to 90 ° to the longitudinal axis, and the opening area of each exhaust gap should be no less than the cross-sectional area of the gas duct so as not to create increased resistance in the exhaust gas channels and to ensure uniform distribution of exhaust gases over the surface bottoms.

Each fitting is made in the form of a plank of predominantly semicircular section.

In addition, the hull of the vessel can be made of steel, aluminum alloys or composite material, and trim can also be made of stainless steel or aluminum alloy and are installed on the bottom of the hull using a screw connection.

In addition, the gas chamber can be made in the form of at least two separate gas chambers connected by the gas duct to the ship engine, according to the number of exhaust slots.

The utility model is illustrated by drawings, in which: FIG. 1 - general view of a high-speed vessel (longitudinal section); in FIG. 2 (a, b) - bottom view of the high-speed vessel and pressure distribution in the area of the wetted surface; in FIG. 3 (a, b) - cross section of the exhaust gap with the installed cladding and pressure distribution in the cladding zone; in FIG. 4 - view of the bottom of the vessel, which shows the location of the cracks and trim; in FIG. 5 is a view of the bottom of the vessel in an embodiment with two pairs of slots.

The claimed high-speed vessel includes a hull 1, inside which there is a gas distribution transmission system including a marine engine 2, in the process of creating an exhaust gas stream, which through a gas duct 3 enters the gas distribution chamber 4.

The hull 1 of the vessel can be made of steel or aluminum alloys, but the advantage in the manufacture of hulls of small vessels in recent years has been given to composite materials.

The distribution gas chamber 4 is designed to supply exhaust gases under pressure through the exhaust slots 5 under the bottom of the vessel and can be made either as a single volume or as several separate chambers according to the number of slots connected by the gas duct 3 to the ship engine 2.

In the embodiment of the vessel, the function of the gas chamber 4 can be performed by expansion at the end of the gas duct 3, directly supplying exhaust gases from the ship's engine 2 to the exhaust slots 5.

The narrow exhaust slots 5, with which the distribution gas chamber 4 communicates, are predominantly rectangular in plan and formed in the bottom of the vessel for supplying exhaust gases to the lower surface of the hull 1 of the vessel. Moreover, every two exhaust slots 5 are arranged in pairs symmetrically on both sides of the longitudinal axis of the bottom of the vessel and are directed backward (in the direction opposite to the direction of movement of the vessel) at an angle to the longitudinal axis. The angle α at which the slots 5 are located (as shown in Fig. 4) depends on the ship's pitching: the higher the pitching angle, the smaller the angle of inclination of the slots, and in versions it can be from 50 to 90 °. Optimally, this angle is approximately 60 °.

The exhaust slots 5 are located on the bottom of the vessel behind the bow edge of the wetted surface 6 of the bottom near it, so that they are always in the wetted area, and the closer to the beginning of the wetted surface area, the better. Practical studies conducted by the inventors show that the exhaust slots 5 should be made, for example, at a distance of not more than 7-10 cm from the nose edge of the wetted bottom surface.

The area and shape of the wetted surface 6 are determined by calculation, based on a given speed of movement, the pitching angle of the body and, accordingly, the dynamic lifting force resulting from the flow of the flow onto the bottom surface at a certain angle of attack (running trim). The projection of the wetted surface on the bottom of the vessel depends on the trim of the hull when gliding. With the nose down, the wetted surface can begin right from the stem.

The length of the exhaust slots 5 should be such as to cover the entire width of the beginning of the wetted surface 6 of the bottom of the vessel. The cross section of the slots 5 depends on the characteristics of the marine engine 2, in particular, on its ability to produce exhaust gases of a sufficient volume, and must correspond to the values of the engine exhaust resistance indicated in the engine manual.

In this case, the opening area of each exhaust gap 5 should be no less than the cross-sectional area of the gas duct, so as not to create increased resistance in the exhaust gas channels and to ensure uniform distribution of exhaust gases across the entire width of the wetted surface 6 of the bottom.

At least one pair of exhaust slots 5 is formed in the bottom of the vessel, and the number of pairs of exhaust slots in the bottom of the vessel is determined depending on the size of the hull and the power of the installed engine.

In FIG. 5 shows an embodiment of the housing with two pairs of exhaust slots 5 located behind two transverse redans 9. As is known, transverse redans break the planing wetted surface into parts, and therefore it makes sense to organize gas lubrication for each individual wetted surface. In the above case with two transverse redans 9, the exhaust slots 5 are installed at the beginning of the wetted surface 6 both after the first redan 9, for the formation of gas lubrication of the wetted surface between the first and second transverse redans, and after the second redan 9.

On the lower boundary of each exhaust slit 5, a patch 7 is installed, made in the form of a rounded section bar, the length of which is not less than the length of the exhaust slit 5, and the height depends on the required range of operating speeds, distance to the transom, volume of exhaust gases, engine power. For example, for a case 12 meters long, the cutting height is approximately 6-7 mm and is selected experimentally. Moreover, the width of the cladding 7 will be from 6 to 8 mm. The cross section of the cladding 7 may be a semicircle, or semi-oval, or be of a different streamlined shape.

Add-ons 7, like the hull of the vessel, in manufacturing options can be made of composite material or metal (which is preferable), for example, stainless steel or aluminum alloy, and are mounted on the bottom of the hull using a screw connection (screwed to the hull in the above position). In principle, trim can be installed on the body in another way, for example, by gluing, welding, etc.

In essence, the patch 7 is an interceptor located across the flow and, accordingly, creating a zone of high pressure in front of it.

The use of marine engine 2 as a means for blowing exhaust gases improves the efficiency of manufacture and operation of the boat.

A high-speed vessel with a gas-lubricated bottom under operating conditions operates as follows. When the vessel moves, the exhaust gases from the marine engine 2 through the gas duct 3 enter the gas distribution chamber 4, and from it through the narrow exhaust slots 5 formed in the bottom, under the bottom of the hull 1 to the area of the wetted surface 6 of the bottom. When the exhaust gases enter the water, small bubbles of the gas mixture form, forming a gas lubricant layer 8, in the shape as close as possible to the corresponding shape of the wetted surface 6 of the bottom of the housing 1.

As the studies conducted by the authors of the utility model showed, in a certain range of speeds, when the exhaust gas pressure is not enough, the bubbles, escaping from the cracks and moving along with the flow of water along the bottom, do not "survive" to the transom, collapse approximately in the middle of the path, thereby reducing lubrication effect. When using cladding 7 mounted on the lower boundary of each exhaust slit 5, the exhaust gases are injected into the pressure zone created by the cladding, in which bubbles with high internal pressure are formed, which then, jumping over the cladding 7, fall into the lower pressure zone, where they expand and form a denser gas layer adhering to the bottom in the area of the wetted surface (the distribution diagram of air-gas lubrication under the bottom of the vessel obtained by the authors during the studies is shown in FIG. 2b).

Several prototypes of the claimed high-speed vessel were manufactured using a Volvo Penta stationary diesel engine as a power plant. Prototypes tested in practice in a navigation environment. Tests of prototypes showed that the obtained screw and operational characteristics of the boats exceed the calculated parameters of Volvo Penta in fuel consumption by 23% and in speed by 10%.

Tests showed that the speed developed by the prototypes was 10-15% higher compared to the speed of known boats.

The claimed high-speed vessel with gas-lubricated bottoms can be manufactured in the factory using conventional equipment in the usual production conditions of river and sea vessels.

The implementation of openings that discharge exhaust gases under the bottom, in the form of slots located behind the nose edge of the wetted bottom surface near it and at an angle to the plane of symmetry of the boat in the opposite direction to the vessel’s movement, as well as installation of a trim under each slot allows increasing the exhaust gas pressure, which helps to increase the area of capture by the bubbles of the wetted bottom surface and to create a stable shape of a shallow-bubble gas-air layer under the bottom, corresponding to the shape of the wetted surface of the body with g lissing boats. This gas-air layer is an effective "gas lubrication" of the bottom, which reduces the hydrodynamic resistance due to a sharp increase in the size of pre-compressed gas bubbles in the boundary layer after laying, which contributes to the formation of a more dense layer of gas bubbles in the incident water flow and its successful spread over the wetted surface in the form of a uniform layer of bubbles over the entire area of the wetted bottom surface, which ultimately leads to a significant increase in speed of the boat and increase seaworthiness with a strong wave.

Claims (10)

1. A high-speed vessel with a gas-lubricated bottom containing a hull with a gas distribution transmission system located in it, including a gas duct connected at one end to a ship engine and the other end to a gas distribution chamber communicating with narrow exhaust slots supplying exhaust gases to the lower surface of the hull vessel, with every two exhaust slots located in pairs symmetrically on both sides of the longitudinal axis of the bottom of the vessel, characterized in that the exhaust slots are formed in the bottom of the vessel behind the bow Coy wetted surface near the bottom, directed in the direction opposite to movement of the vessel, at an angle to the longitudinal axis, and at the lower end of each exhaust slit nadelka installed, designed as a strap streamlined shape. 2. The high-speed vessel according to claim 1, characterized in that the length of the patch is not less than the length of the exhaust gap, and the height depends on the dimensions of the wetted bottom surface and the width of the gap. 3. A high-speed vessel according to claim 1, characterized in that at least one pair of exhaust slots is formed in the bottom of the vessel. 4. A high-speed vessel according to claim 1, characterized in that the number of pairs of exhaust slots in the bottom of the vessel is determined depending on the size of the hull and the power of the installed engine. 5. A high-speed vessel according to claim 1, characterized in that in order to ensure uniform distribution of exhaust gases over the bottom surface, the opening area of each exhaust gap should be no less than the cross-sectional area of the gas duct. 6. The high-speed vessel according to claim 1, characterized in that the exhaust slots are formed in the bottom of the vessel at an angle from 50 ° to 90 ° to the longitudinal axis. 7. The high-speed vessel according to claim 1, characterized in that the fitting is made in the form of a bar of predominantly semicircular cross section. 8. The high-speed vessel according to claim 1, characterized in that the adjustments are made primarily of stainless steel or aluminum alloy and are mounted on the bottom of the hull using a screw connection. 9. The high-speed vessel according to claim 1, characterized in that the gas chamber is made in the form of at least two separate gas chambers according to the number of exhaust slots connected by the gas duct to the ship engine. 10. The high-speed vessel according to claim 1, characterized in that the hull of the vessel is made primarily of composite material.

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