RU2155693C1 - Surface single-hulled displacement-type high-speed vessel - Google Patents

Abstract

FIELD: shipbuilding; designing single-hulled high-speed vessels. SUBSTANCE: vessel has fore bulb, roll stabilizer, bilge keels and vertical keel guide in stern. Extreme breadth of hull is made in stern over designer's waterline. Ratio of aft and fore parts of this waterline relative to line passing through center of length of designer's waterline ranges from 2 to 3. Shape of each half of designer's waterline which are symmetrical relative to CL has four specific sections Maximum draft of vessel is found in area of fore extremity. Center Line drawn in bottom part through points of abutment of extensions of frame lines to center line is smooth S-shaped curve from first point to last but one point. Vertical keel guide has rise of its keel line towards aft extremity. Vessel is provided with fore hydrofoil whose area does not exceed 2 percent of designer'' waterplane. Hydrofoil consists of two symmetrical horizontal panels. Aspect ratio of each panel is less than 1 and taper ratio is less than 2. Panels have symmetrical aerofoil profile with thickness at root not exceeding 0.15 of chord and no more than 0.10 of chord at tip of panel. Maximum thicknesses of profile are located on 1/4 of chord in span perpendicular to CL. EFFECT: simultaneous reduction resistance to motion of vessel from 0.35 to 0.60 Froude number; reduced intensity of pitching. 5 dwg

Description

где v - скорость судна, L - длина судна, g - ускорение свободного падения, которые в соответствии с принятой в судостроении терминологией относятся к классу быстроходных водоизмещающих судов.The invention relates to the field of shipbuilding and relates to the issues of reducing water resistance to movement at full speed and the intensity of the heaving on an agitated sea of single-hulled ships created to achieve relative full speed speeds in the range of Froude numbers

where v is the speed of the vessel, L is the length of the vessel, g is the acceleration of gravity, which, in accordance with the terminology adopted in shipbuilding, belong to the class of high-speed displacement vessels.

Known technical solutions to these issues are:
- comprehensive increase in elongation with maximum smoothness of the hull contours to reduce resistance to movement at full speed;
- the design choice of a certain value of the initial transverse metacentric height together with the use of rolling stock stabilizers of various operating principles and zygomatic keels to reduce the intensity of roll rolling (see Ya. I. Voitkunsky et al. Handbook of ship theory. - L .: Sudostroenie, 1966) .

 At the same time, no special measures have been developed to reduce the longitudinal pitching of the vessels of this type, which give a noticeable effect, although it is the main reason that reduces the speed of the vessel, the working capacity of the personnel, and the safety of the vessel on the excited sea.

The disadvantages of the above ways to improve the propulsion and seaworthiness of the ships of this type and these ships themselves, built using the mentioned technical routes, are:
- an increase of 2.5 - 3.0 times the residual (wave and shape) of the water resistance to movement when the design relative speed of full speed changes from 0.35 to 0.50 values of the Froude number when it reaches 55-65% of the total resistance of the vessel , even with a very significant elongation of the body;
- with an increase in the elongation of the hull, vertical displacements, speeds, accelerations, fillability, spatter, shock loads on its surface and underwater parts (slaming) increase linearly, and it is difficult to ensure lateral stability and overall longitudinal strength;
- the practical impossibility of moderate longitudinal pitching, including on the most dangerous for the vessel - oncoming waves, due to the large longitudinal stability and the very high ratio of the areas of the bow and stern halves of the design waterline (KVL), on which the differentiating moment directly depends on passing along ship wave. The large magnitude of this moment predetermines the inefficiency of the use of longitudinal pitching devices and, in particular, the nasal wing, which is sometimes located on ships with a small waterline (SMPV) and high-speed catamarans.

 Typical representatives of the class of high-speed displacement single-hull vessels include, first of all, warships of subclasses of the corvette, frigate, destroyer (displacement from 1000 tons to about 8000 tons, with cruising speeds from 25 to 45 knots), as well as civil passenger ships - ferries and liners, high-speed container ships, etc.

As a typical representative of the class of high-speed displacement vessels and a prototype vessel of the traditional classic type, the well-known Russian modern destroyer type was chosen (see the Popular Science Collection of Articles on the History of the Fleet and Shipbuilding, Gangut, Appendix, issue 3, 1993), normal volumetric displacement ≈ 6000 m ³ , the full speed of which according to the Froude number is 0.45 - 0.50.

где l - относительная длина; l_б - показатель длительности судна; φ - коэффициент продольной полноты; r_б - показатель средней продольной кривизны поверхности корпуса; B - ширина судна, V - водоизмещение; T - осадка; ω_max - площадь погруженной части наиболее полного по длине судна шпангоута; S - площадь КВЛ; Ω - смоченная поверхность корпуса судна.To reduce the resistance of water to its movement, the underwater part of this vessel has an elongated shape with smooth along the entire length of the contours, characterized by the following values of the main parameters:

where l is the relative length; l _b - an indicator of the duration of the vessel; φ is the coefficient of longitudinal completeness; r _b - an indicator of the average longitudinal curvature of the surface of the housing; B is the breadth of the vessel, V is the displacement; T is the sediment; ω _max - the area of the submerged part of the most complete frame along the length of the vessel; S is the area of waterline; Ω - wetted surface of the hull.

наличием прямолинейного участка от форштевня к корме протяженностью ≈ 0,15 L, соотношением площадей кормовой (S_к) и носовой (S_н) частей (относительно поперечной линии при 0,5 L) ≈ 1,45, наибольшей шириной в районе 0,55 - 0,60 L и шириной в районе кормовой оконечности ≈ 0,75 В. Форма диаметральной плоскости (ДП) надводной части корпуса по точкам притыкания продолжений линий теоретических шпангоутов к ДП характеризуется линией с участками контура форштевня, контура носового бульба (выступающего ниже уровня горизонтального киля на ≈ 0,4 Т на миделе), горизонтальным участком от точки окончания бульба до начала кормового подзора в районе ≈ 0,7 L, участком контура кормового подзора, поднимающимся к плоскости КВЛ до уровня ≈ 0,8 Т в районе кормовой оконечности. Для снижения интенсивности бортовой качки корабль оборудован успокоителем качки с одной парой управляемых крыльев - рулей, общей площадью ≈ 0,75% S расположенных по длине в районе ≈ 0,5 L и скуловыми килями, общей площадью ≈ 6% S, a для снижения продольной качки на корабле никаких мероприятий не предусмотрено. По сравнению с описанной формой и конструкцией эсминца "Современный", большинство построенных в мире судов рассматриваемого класса скоростных режимов имеют индивидуальные отличия по параметрам формы подводной части корпуса в пределах ± 15%.Ship's waterline

the presence of a straight section from the stem to the feed with a length of ≈ 0.15 L, the ratio of the areas of the stern (S _k ) and fore (S _n ) parts (relative to the transverse line at 0.5 L) ≈ 1.45, the largest width in the region of 0.55 - 0.60 L and a width in the area of the aft end ≈ 0.75 V. The shape of the diametrical plane (DP) of the above-water part of the hull at the point of contact of the extensions of the lines of the theoretical frames to the DP is characterized by a line with portions of the stem contour and the nose bulb (protruding below the horizontal keel at ≈ 0.4 T midship), horiz ntalnym portion from a point prior to closure of the bulb in the region aft overhangs ≈ 0,7 L, aft overhangs the contour portion rising to the design waterline plane to the level of T ≈ 0,8 near the aft end. To reduce the intensity of rolling onboard, the ship is equipped with a rolling damper with one pair of guided wings - rudders, with a total area of ≈ 0.75% S located along the length in the region of ≈ 0.5 L and zygomatic keels, with a total area of ≈ 6% S, a to reduce the longitudinal pitching on the ship no activities are provided. Compared with the described form and design of the Modern destroyer, most of the ships built in the world of the considered class of speed modes have individual differences in the shape parameters of the underwater hull within ± 15%.

 However, the vessel has the disadvantages that with an increase in the relative speed in terms of Froude numbers above 0.25, its shape resistance and wave resistance increase significantly, and therefore its total resistance also increases.

 In addition, due to the fact that the traditional shape of the hull of the indicated vessel predetermines a high value of the differentiating moment when the wave travels along the hull of the vessel, the use of any of the known stabilizers of longitudinal pitching on it is ineffective, which makes the intensity of this pitching on the excited sea very great.

The objective of the invention is to develop the shape of the hull and technical measures that would simultaneously achieve a significant reduction in water resistance to the movement of the vessel in the range F _r = 0.35 - 0.60 and reduce the intensity of the pitching.

Форма КВЛ имеет четыре характерных участка: первый - от форштевня до точки сопряжения со вторым участком является отрезком прямой с углом входа ψ; второй участок представляет собой дугу окружности радиуса r, определяемого выражением

где k = 1,04-0,10(λ-4,0) при 4,40 ≤ λ ≤ 9,0 и k = 1,0 при 2,0 ≤ λ ≤ 4,40, которая простирается до точки, удаленной от плоскости 0-го теоретического шпангоута на расстояние kL и от ДП судна - на B/2, и центр этой окружности расположен на перпендикуляре, проведенном из этой точки к линии ДП судна, третий же участок КВЛ является отрезком прямой, параллельной линии ДП, отсчитываемым от этой же точки до линии пересечения плоскостей КВЛ и 20-го теоретического шпангоута, а четвертый участок КВЛ является отрезком этой линии от третьего участка КВЛ до ДП судна. Наибольшая осадка судна находится при этом в носовой оконечности в пределах отрезка от пересечения линии форштевня с нижней кромкой бульба до точки с координатами (0,125L; 0Т). При этом линия ДП судна в днищевой части, проведенная через точки притыкания продолжений линий шпангоутов к ДП с координатами по длине судна L и осадке Т (0,125L; 0Т), (0,375L; 0,125Т), (0,625L; 0,500Т), (0,875L; 0,875Т) и (1L; 1T) представляет собой плавную S-образную кривую от первой точки до предпоследней, а между предпоследней и последней точками - отрезок прямой линии. Носовые шпангоуты в районе бульба имеют форму, определяемую условиями S_б≤ 0,4ω_max и t_б/b_б ≤ 0,80, где S_б - площадь поперечного сечения носового бульба в его наиболее полной части, t_б - наибольшая высота бульба, b_б - наибольшая ширина бульба. Форма 20-го теоретического шпангоута представляет собой в средней по ширине части в интервале ± 0,4875 В дугу окружности радиуса r₂₀, равного ширине судна B, центр которой лежит в ДП ниже плоскости КВЛ, а верхняя точка окружности в ДП касается плоскости КВЛ, а внешние участки этого шпангоута в интервале ширины судна от ± 0,4875 до ± 0,500 В имеют форму плавных кривых, сопрягаемых с линией 20-го теоретического шпангоута в надводной части судна. Вертикальная килевая наделка судна имеет подъем своей килевой линии в сторону кормовой оконечности со значением тангенса ее наклона φ^o, не превышающим величины 0,015. При этом судно снабжено носовым крылом площадью не более 2% площади КВЛ, состоящим из двух симметрично расположенных побортно горизонтальных консолей, каждая из которых имеет удлинение меньше 1 и сужение не превышающее 2-х; консоли в сечении имеют симметричный авиационный профиль с толщиной у корня не более 0,15 хорды и у конца консоли - не более 0,10 хорды; наибольшие толщины профиля расположены по линии 1/4 хорд по размаху, перпендикулярной к ДП. Положение консолей по отношению к корпусу судна определяется отстоянием передней кромки у корня консоли от носового перпендикуляра судна не далее 0,125 L судна и возвышением их плоскости над нижней кромкой бульба, равным 1/2 высоты бульба.For this, a surface single-hulled high-speed vessel containing a hull elongated along its PS with smooth curved contours of the underwater part, bow nose lines straight at the stem in the area of the structural waterline in height, a bow bulb, rolling stock dampers with two steering wheels located side-by-side and zygomatic vertical keel adjustment in the aft end, the underwater hull of the vessel has the largest width of hull B along the waterline in the aft end, while the ratio of areas to rma S _to and bow S _{n of the} parts of the ship's waterline relative to the line passing through the middle of its length,

The KVL form has four characteristic sections: the first, from the stem to the interface with the second section, is a straight line segment with an entrance angle ψ; the second section is an arc of a circle of radius r defined by the expression

where k = 1.04-0.10 (λ-4.0) at 4.40 ≤ λ ≤ 9.0 and k = 1.0 at 2.0 ≤ λ ≤ 4.40, which extends to the point remote from the plane of the 0-th theoretical frame by the distance kL and from the ship’s base on B / 2, and the center of this circle is located on the perpendicular drawn from this point to the ship’s ship line, the third section of the waterline is a straight line parallel to the ship’s line, counted from the same point to the line of intersection of the planes of the waterline and the 20th theoretical frame, and the fourth section of the waterline is a segment of this line from the third section of the waterline to the ship's landing site. The largest draft of the vessel is located in the bow at the end of the segment from the intersection of the stem line with the lower edge of the bulb to the point with coordinates (0.125L; 0T). In this case, the bottom line of the vessel in the bottom, drawn through the abutment points of the extensions of the line frames to the bottom with coordinates along the length of the vessel L and draft T (0.125L; 0T), (0.375L; 0.125T), (0.625L; 0.500T), (0.875L; 0.875T) and (1L; 1T) is a smooth S-curve from the first point to the penultimate, and between the penultimate and last points is a straight line segment. The nasal frames in the area of the bulb have a shape determined by the conditions S _b ≤ 0.4ω _max and t _b / b _b ≤ 0.80, where S _b is the cross-sectional area of the nasal bulb in its fullest part, t _b is the maximum height of the bulb, b _b - the largest width of the bulb. The shape of the 20th theoretical frame is in the middle part in the range of ± 0.4875 in an arc of a circle of radius r ₂₀ equal to the width of the vessel B, the center of which lies in the lower plane below the plane, and the upper point of the circle in the plane touches the plane and the outer sections of this frame in the range of the ship’s width from ± 0.4875 to ± 0.500 V have the form of smooth curves, mating with the line of the 20th theoretical frame in the surface of the vessel. The vertical keel adjustment of the vessel has a rise of its keel line towards the aft end with a slope value of φ ^o not exceeding 0.015. The vessel is equipped with a bow wing with an area of not more than 2% of the area of the waterline, consisting of two symmetrically arranged side-by-side horizontal consoles, each of which has an elongation of less than 1 and a narrowing not exceeding 2; the consoles in cross section have a symmetrical aviation profile with a thickness at the root of not more than 0.15 chords and at the end of the console not more than 0.10 chords; the largest profile thicknesses are located along the 1/4 chord line in a span perpendicular to the DP. The position of the consoles in relation to the hull of the vessel is determined by the distance of the leading edge at the root of the console from the bow perpendicular of the vessel no further than 0.125 L of the vessel and the elevation of their plane above the lower edge of the bulb equal to 1/2 the height of the bulb.

и получения минимально возможной протяженности прямолинейного участка КВЛ в носовой части судна, начиная от форштевня, позволяет обеспечить судну удлиненность

что по сравнению с прототипом в 1,1 раза больше.Giving the vessel a reduced width in the middle, compensated to provide lateral stability by increasing the width in the stern, subject to the ratio of areas

and obtaining the minimum possible length of the straight section of the waterline in the bow of the vessel, starting from the stem, allows the vessel to be elongated

which is 1.1 times more than the prototype.

In addition, it provides 1.15 reduced, in comparison with the prototype, longitudinal curvature of the hull surface along streamlines, 2 times smaller angle ψ ^{o of the} inlet of the waterline and other waterlines above the bow bulb, minimal angles of approach of buttocks to the aft end (in particular, with the approach of the DP line directly to the plane of the waterline). These features of the form make it possible, at high Froude numbers F _r = 0.35-0.50, to sharply reduce the pressure drop along the entire hull as a whole, local pressure gradients, and therefore, reduce the wave resistance and the form resistance to movement of the vessel (residual resistance).

At the same time, the relative area of the nasal portion S _{n of the} waterline is reduced by 1.5-2.0 times as compared to the stern S _to , which reduces the value of the additional buoyancy force and its longitudinal moment from the wave crest passing along the nasal tip, as a result of which effective use of the nasal wing to reduce the intensity of pitching.

The choice of the total area of the nasal wing consoles, not exceeding 2% of the area of the waterline, in combination with the maximum possible flattening of the nasal bulb (t _b <b _b ), together allows achieving a sufficiently high degree of decrease in the pitching intensity with an acceptable increase in the resistance to movement of the vessel. The parameters of the wing shape (elongation <1, narrowing ≤ 2, relative thickness of the profile at the root ≤ 0.15 and at the ends of the cantilevers ≤ 0.10, symmetry of the profile and the position of the lines of its greatest thickness on the 1/4 chord line) ensure high hydrodynamic quality wing and its sufficient strength. The relative position of the wing along the length of the vessel no further than 0.125 L from the bow perpendicular and its height relative to the bulb by 1/2 the height of the bulb from its lower edge allows us to obtain the optimal combination between the value of the damping moment created by this wing during longitudinal roll of the vessel and the relative time the bareness of the wing during pitching at a high wavelength.

Raising the keel line of the vertical keel adjustment towards the aft end at an angle φ ^o with tg ≤ 0.015 provides some reduction in the wetted surface of the underwater part of the vessel, which leads to a decrease in friction drag, as well as an improvement in the docking conditions of the vessel due to the required minimum lifting of the keel track of the dock to stern of the ship.

The invention is illustrated by drawings, where in FIG. Figure 1 shows the “Bock” projection of the theoretical drawing of the vessel, which shows the outline of the ship’s line of the vessel at the points of abutment of the extensions of the theoretical frames of the frames (GABCDEF curve), the outline of the vertical keel line BNPDCB, the outline of the nose bulb line ZKA, the section of the nose wing and its position along the length l _to and the draft t _to ; in FIG. 2 shows a projection “Half-width” of a theoretical drawing depicting the GHJQF of the shape of the waterline, the shape of the nasal bulb in plan, as well as the shape and position of the nasal wing in width; in FIG. 3 presents the projection "Case", which shows the shape of the nasal, medium in length and aft frames, sizes and cross-sectional shapes of the nasal bulb and the position of the nasal wing; in FIG. 4 shows the advantages of the proposed technical solution in terms of reducing the residual resistance of the vessel in the form of the dependence of the coefficient of residual resistance (ζ _r ) of the vessel without protruding parts on speed according to the Froude number for vessels with the best traditional shape of the contours and with the proposed new shape; in FIG. 5 shows the technical advantages of the invention in terms of decreasing the pitching intensity in the form of the dependence of the pitching amplitudes ψ ^o , the amplitudes of the relative vibrations of the bow tip g ₀ in the opposite direction for ships with the best traditional shape of the contours and the proposed new shape of the contours and with the nose wing.

 The hull has a bow bulb 1 (ZKA), vertical keel adjustment 2 at the aft end (Fig. 1), rocking stabilizers with two steered rudders (not shown) and zygomatic keels (not shown), bow wing 3, consisting of two symmetrically located side-by-side horizontal consoles, bow lines, straight at the stem, in the vicinity of the waterline in the area of the waterline 4 in height (Fig. 2).

Форма КВЛ 4 (GHJQF) по длине имеет четыре характерных участка (фиг. 2): первый участок 6 (GH) - прямая, под углом ψ^o относительно ДП, второй участок 7 (HJ), простирающийся от конца первого участка до точки, отстоящей от нулевого теоретического шпангоута 8 на расстоянии kL и от ДП судна - на B/2 - дуга окружности с центром 9, лежащим на перпендикуляре 10 к ДП, опущенном через точку J, третий участок 11 (JQ) - прямая, параллельная ДП, простирающаяся от конца второго участка до линии FQ пересечения КВЛ и плоскости 20-го теоретического шпангоута 12 (фиг. 1, 3), а четвертый участок 13 (QF) - отрезок КВЛ от 3-го участка КВЛ до ДП судна.The underwater hull of the vessel has the largest width B along the waterline in the aft end - 2 QF (Fig. 2), the ratio of the areas of the stern S _to and fore S _n parts of the waterline relative to line 5 passing through the middle of the waterline along the length of the vessel,

The KVL 4 (GHJQF) form has four characteristic sections in length (Fig. 2): the first section 6 (GH) is a straight line, at an angle ψ ^o relative to the DP, the second section 7 (HJ), extending from the end of the first section to a point spaced from the zero theoretical frame 8 at a distance kL and from the ship’s DP — on B / 2 — an arc of a circle with center 9 lying on perpendicular 10 to the DP lowered through point J, the third section 11 (JQ) is a straight line parallel to the DP, extending from end of the second section to the line FQ of the intersection of the waterline and the plane of the 20th theoretical frame 12 (Fig. 1, 3), and the fourth approx 13 (QF) - section of waterline from the third section of waterline to the DP vessel.

 The vessel has the largest draft in the bow of the T (see Fig. 1), which gradually decreases towards the stern.

 The bottom line of the vessel 14 (ABCDEF) in the bottom is S-shaped from point B to point E, and between points E and F it is straight (Fig. 1).

The nasal bulb 1 has the following characteristics: the cross-sectional area in the fullest part S _b ≤ 0.4ω _max , (ω _max is the area of the part of the fullest frame immersed along the waterline), the ratio of the highest bulb height (t _b ) to the largest bulb width (b _b ) -t _b / b _b ≤ 0.8; The 20th (Fig. 3) theoretical frame 12 in its middle part 15 along the vessel’s breadth, in the range of ± 0.4875 V, has the shape of an arc of radius r ₂₀ = V with center 16 lying in the DP below the KVL, and the outer sections (17 ) 20th frame 12 are in the form of smooth curves that are mated to the line of the 20th theoretical frame in the surface of the vessel (Fig. 3).

Vertical keel adjustment 2 (Fig. 1) has a rise in its keel line 17 towards the stern with an angle φ ^° , tgφ ^{° of} which ≤ 0.015.

The nose wing 3 consists of two installed side-by-side horizontal consoles (Fig. 1, 2, 3), each of which has an elongation of less than 1 and a narrowing not exceeding 2. The wing consoles have a symmetrical aviation profile with a root thickness of not more than 0.15 chords , and at the end of the console - no more than 0.1 chords. Moreover, the profile has the largest thickness on the 1/4 chord line in span, which is perpendicular to the ship’s DP. Consoles 3 are located in relation to the hull of the vessel: along the length of the vessel - with a distance l _{to the} leading edge at the root of the console from the bow perpendicular GO (Fig. 1) of the vessel no more than 0.125 L, and in height - at the elevation of their plane above the lower edge of the bulb 1, equal to 1/2 the height of the bulb t _b (see Fig. 3).

When the vessel is moving, having a reduced width in the middle part and due to this - a reduced cross-sectional area of the fullest frame length and a longitudinal curvature of the hull surface reduced in comparison with the prototype, at high Froude numbers F _r = 0.35-0.50 a decrease in the pressure drop along its body as a whole, as well as a decrease in local pressure gradients, which together leads to a decrease in wave resistance and shape resistance (residual resistance).

уменьшается вызванная этим гребнем дополнительная сила плавучести и создаваемый этой силой дифферентующий момент, благодаря чему становится эффективным применение носового крыла, создающего демпфирующий момент при продольной качке судна, что в совокупности значительно снижает интенсивность продольной качки судна на взволнованном море, особенно при встречном волнении.When the wave crest passes along the vessel, due to the fact that the vessel of a new shape has significantly reduced the ratio of the fore and aft sections of the waterline

the additional buoyancy force caused by this crest and the differentiating moment created by this force are reduced, due to which the use of the nasal wing, which creates a damping moment during the longitudinal rolling of the vessel, becomes effective, which in aggregate significantly reduces the intensity of the longitudinal rolling of the vessel on an excited sea, especially in the case of oncoming waves.

 During the longitudinal rolling of the vessel at the foot and during movement, the nose wing forms a damping moment, which is created due to vertical movements of the wing together with the hull of the vessel and the lifting force appearing on the wing, which is directed against the direction of the vertical velocity for most of the longitudinal vibrations of the vessel. This moment is directly proportional to the wing area, its lift coefficient, the square of the resulting speed of the flow incident on the wing, and the distance from the center of the vessel’s swing during longitudinal rolling to the hydrodynamic focus.

поперечную площадь носового бульба, близкую поперечную остойчивость с лучшей традиционной формой обводов и предлагаемой новой формой, показывают, что в диапазоне чисел Фруда от 0,15 до 0,6 предлагаемая форма обводов позволяет снизить остаточное сопротивление на 37% при F_r=0,30; на 43% при F_r= 0,40; на 33% при F_r=0,50.The results of model tests of ships (see Fig. 4) having the same displacement, relative length

the transverse area of the nasal bulb, close transverse stability with the best traditional shape of the contours and the proposed new shape, show that in the range of Froude numbers from 0.15 to 0.6, the proposed shape of the contours allows to reduce the residual resistance by 37% at F _r = 0.30 ; 43% at F _r = 0.40; 33% at F _r = 0.50.

The results of model tests to study the longitudinal pitching of ships in opposite waves (see Fig. 5) for wave heights from 2 to 8.5 m for vessels of a new shape with a bow wing area of 1.1% S and the best traditional shape with the same displacement, the length along the waterline, indicate that the use of the proposed unconventional hull contours in combination with the nose wing leads to a significant decrease in the pitching amplitude of the ship ψ ^° and its vertical hull accelerations (pitching up to 35%) at a wave of 6 points and speed along chi the case F _r = 0.31, as well as a decrease in the intensity (relative to the wave level) of the bow tip (g ₀ ) vibrations of the vessel and, consequently, its susceptibility to slaming and flooding at operational swimming modes (sea waves up to 6 points and cruising speeds up to F _r = 0.31).

Claims (1)

A single-hulled surface displacement high-speed vessel containing a hull elongated along its diametrical plane with smooth curved contours of the underwater part, bow noses straight at the stem in the area of the waterline in height, a bow bulb, rolling stock damper with two steering rudders arranged side-by-side keel adjustment in the aft end, characterized in that the underwater part of the hull has the largest width along the structural waterline B in the aft end, wherein the area ratio of the aft S _k and nasal S _n pieces design waterline S vessel _to / S _n with respect to a line passing through its mid-length is 2 - 3, and the shape of each of the two symmetrical relative to the center plane half constructive waterline has four characteristic sections, the first of which from the stem to the coupling point of the second region is a segment of a straight line located relative to the center plane at an angle ψ ^°, the second portion is from oh arc radius of the circle

where L is the length of the vessel along the structural waterline;
λ = L / B;
k = 1.04-0.10 (λ-4.0) at 4.40≤λ≤9.0 and k = 1.0 at 2.0≤λ≤4.40,
which extends to a point remote from the plane of the zero theoretical frame by a distance kL and from the ship’s diametrical plane at B / 2, and the center of this circle is located on a perpendicular drawn from this point to the ship’s diametrical plane line, the third section of the waterline is a straight line segment, parallel to the line of the diametrical plane, counted from the end point of the second section to the line of intersection of the planes of the waterline and the 20th theoretical frame, and the fourth section the structural waterline is a segment of this line from the third section of the structural waterline to the ship’s diametrical plane, the largest draft of the vessel is in the area of the bow tip within the segment counted from the intersection of the stem line with the lower edge of the bulb to the point with coordinates (0,125L, OT), while the line of the diametrical plane of the vessel in the bottom, drawn through the abutment points of the extensions of the lines of the frames to the diametrical plane with coordinates along the length of the vessel L and draft T (0,125L; OT), (0.375L; 0.125T), (0.625L; 0.500T), (0.875L; 0.875T), (IL; IT), is an S-shaped curve from the first point to the last, and between the penultimate and last dots - a straight line segment, nasal frames in the bulb area have a shape determined by the conditions S _b ≤0.4 • ω _max , and t _b / b _b ≤ 0.80, where S _b is the cross sectional area of the nasal bulb in its most complete parts, ω _max - area of the submerged part of the design waterline fullest frame, t _b - maximum height of the bulb, b _b - maximum width of the bulb, the shape of the 20th theoretical frame pre resents a width in the middle portion in the range of ± 0,4875B circular arc ₂₀ of radius r equal to the width of the vessel B, the center of which lies in a diametral plane below the design waterline plane, and the upper point of a circle in a diametral plane regards the design waterline plane, and the outer portions of this frame in the range of the ship’s width from ± 0.4875B to ± 0.500B have the form of smooth curves, mating with the line of the 20th theoretical frame in the surface of the ship, and the vertical keel adjustment of the ship has its keel line towards the aft end with a tangent of its angle of inclination φ ^° not exceeding 0.015, while the vessel is equipped with a bow wing with an area of not more than 2% of the area of the structural water line, consisting of two symmetrically arranged side-by-side horizontal consoles, each of which has an extension of less than 1 and a narrowing not exceeding 2, the consoles in cross section have a symmetrical aviation profile with a thickness at the root of not more than 0.15 chords and at the end of the console not more than 0.10 chords, the largest profile thicknesses are located on the 1/4 chord line along the swing, perpendicular to the diametrical plane, and the position of the consoles relative to the hull of the vessel is determined by its length by the distance of the leading edge at the root of the console from the bow perpendicular of the vessel no more than 0.125 of the length of the vessel and the elevation of their plane above the lower edge of the bulb equal to 1/2 the height of the bulb .

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