RU2262462C2 - Method of stabilization of motion and reduction of power requirements of hovercraft and device for realization of this method in form of aft ship's handling characteristics correction mechanism - Google Patents

Abstract

FIELD: shipbuilding; building of hovercraft.

SUBSTANCE: proposed method consists in varying distance of aft hydrofoil from ship's hull by means of aft correction mechanism and its hydraulic locking at any point. At the beginning of acceleration of ship from free cruising state, aft hydrofoil is raised flush with bottom and in the course of acceleration it lowers to working depth, thus ensuring lift-off of ship. Aft correction mechanism consists of hoisting and extensible frame-type unit, hydraulic motors and hydraulic control system.

EFFECT: improved service characteristics of hovercraft; reduced power requirements; reduced consumption of fuel; possibility of correcting handling characteristics under all cruising conditions.

3 cl, 3 dwg

Description

The present invention relates to shipbuilding, for the creation of high-speed hydrofoil vessels (SPK) and can be used in water vehicles, and more specifically implemented on the SPK.

SECs are known in which the wing device consists of two wings: fore and aft. The wings are attached to the body by three uprights, two of them are located on the sides at the ends of the wing and one in the diametrical plane (DP). For the aft wing, the propeller shaft bracket was used as a support in the DP. The wing posts are made detachable, the bottom of the legs is welded to the wing, and the top is bolted to the body. The connection of the struts on the flange is bolted. The installation angle of attack is changed by setting wedges between the flanges of the lower and upper parts of the uprights (see Zaitsev N.A., Maskalik A.I. “Domestic hydrofoil vessels”, Leningrad, Sudostroenie publishing house, 1967, p.136 , Fig. 87-89).

The book shows the design of the wings of the passenger ship "Rocket". This design, as well as other similar designs of the Meteor, Burevestnik, and other motor ships, is distinguished by the simplicity and a fairly reliable scheme of wing devices with underweight hydrofoils rigidly fixed to the hull, however, these types of ships can get hydrofoils at maximum load installation of the wings during assembly of the vessel with a constant and overestimated angle of attack, which reduces their hydrodynamic, speed characteristics when the vessel moves in wing mode.

A ship with low-loaded wings has a fairly high hydrodynamic quality at operational speeds, however, the possibility of realizing this quality is associated with the mode of the ship's hydrofoil exit. In the speed range (0.4 ... 0.6) V _{e, the} vessel has a minimum hydrodynamic quality, since the so-called "maximum resistance hump" is located in this range (see N. Zaitsev, A. I. Maskalik “ Domestic hydrofoil vessels ”, Leningrad, Sudostroenie publishing house, 1967, p.41, fig. 31). On the “hump of maximum resistance”, the hydrodynamic quality of domestic hydrofoil vessels is 8 ... 11 instead of 12 ... 16 at operating speeds.

The presence of a “hump of resistance" is due to the resistance of water, which increases in proportion to the square of the speed of the vessel, which means that to ensure even a slight increase in the speed of the vessel, it is necessary to significantly increase engine power.

On hydrofoil ships built, the share of payload is only 30 ... 32% (including fuel) of the total weight of the vessel. To increase the share of the payload, and therefore increase the economic efficiency, it is necessary to look for ways to reduce the mass of the vessel and its components, as well as the share of power consumption necessary for the movement of the SEC in all navigation modes.

The presence of a “hump of resistance” does not allow to maximize the hydrodynamic quality of the wings, therefore the engine parameters are selected not from the conditions of its optimality in the region of maximum hydrodynamic quality (to achieve maximum speed of the vessel), but from the conditions of providing the ship with the stop necessary to overcome the “hump of resistance” when the ship enters hydrofoils.

On modern SECs such as Rocket, Meteor, Belarus, Seagull, Comet and other SECs to overcome the “hump of resistance” during acceleration with fully sunk wings and propeller drive, the engine power consumption is almost 1, 5 ... 2 times the power required to maintain the movement of the SEC in the operational mode, despite the use of built-in active elements to increase the lifting force emerging from the water as the speed and lifting force of the main bearing planes increase (see N. Zaitsev, Maskalik A.I. “Ote Qualified hydrofoil vessels ”, Leningrad, Sudostroenie Publishing House, 1967, pp. 123, 165, 227, 256, 257 and 317, respectively).

Closest to the totality of features is a method of stabilizing the movement of the SEC, carried out by means of two devices - the fore and aft wings, allowing, if necessary, when moving a vessel, simultaneously change the distance from the hull of both wings with mechanical fixation of two positions:

- with a maximum distance from the bottom of the hull, i.e. in the lower position, providing the necessary working immersion of the wings;

- with minimal distance, i.e. in the upper position, with an underestimated depth of wing penetration, the use of lifting and sliding closed frame devices, each of which contains a carrier wing with struts and a support rod rigidly connecting them in the upper part and is installed in the guide elements of the body with the possibility of vertical movement, rolling and interaction with isolated power control hydraulic cylinders and with a propeller drive (for the stern mechanism) (Germany patent No. 1072133, class 65 a11 of 06/09/1960).

The known method of stabilizing the movement of a ship by simultaneously decreasing the depth of both wings stepwise was developed by the inventors in order to ensure reliability and safety of sailing in conditions of strong waves of the aquatic environment and during heading when significant additional transverse forces arise, creating supercritical dynamic bending moments on the wing devices and pressure on the ship's hull, which can lead to deformation and destruction of wing devices and their supporting elements. When the vessel is moving with a reduced depth of the wings (in the squat mode), dynamic loads from external factors are reduced and this mode meets the requirements for optimal interaction between the hydrofoils, the hull and the aquatic environment.

The disadvantage of this method is that the possibility of its implementation is calculated in relation to the movement of the vessel in the wing mode in compliance with a certain synchronization of the operation of the hydraulic control cylinders of both wing devices. In addition, the transition from the winged mode of movement of the vessel to the "squat" mode using the specified stabilization method is associated with the need to increase the angles of attack of both wings to maintain the constancy of their lifting force, which is provided in the known frame devices.

The closest in terms of features of the technical solution to the claimed invention by the method and device are devices (mechanisms) that reduce the distance from the ship's hull of both wings simultaneously during movement. These devices are made in the form of closed lifting and sliding frame mechanisms, each of which includes a supporting wing with uprights (pylons) and a support rod rigidly connecting them in the upper part and is installed in the guiding elements of the ship’s hull with the possibility of vertical movement in one of two specified positions with fixing in these positions, swinging and interaction with isolated (independently) located power control hydraulic cylinders and propeller drive (FRG patent No. 1072133, class 65 a11 of 06/09/1960).

The advantages of these mechanisms are known, the main of which is the practical implementation of the principle of hydraulic control of the position of the hydrofoils when the vessel is moving, both in terms of the distance and the change in the set angles of attack.

A disadvantage of the known structures is that the fixation of the hydrofoils is provided in only two positions: in the lower one with working immersion and in the upper one with a reduced depth of penetration, while the fixation is performed by mechanical locking devices, which are not technologically advanced and laborious to manufacture.

The design of the known lifting and sliding devices involves only their combined use and application on both wing devices with a certain degree of control synchronization.

In addition, the asymmetric arrangement of each power hydraulic cylinder controlling the frame mechanism increases the likelihood of the mechanism working with distortions causing increased wear of the surfaces of the mating parts, and often their jamming.

Given that the frame devices are made with the possibility of rotations relative to the axis of the support rods, and, therefore, with the possibility of changing the angles of attack of the wings during the movement of the vessel, in general, the design of wing devices is complex due to the large number of mating units and parts, and this together reduces the level reliability of devices and operational qualities of the ship as a whole.

The technical task of the invention is the creation of a SEC with the best operational and technical indicators in terms of reducing power consumption, fuel consumption and the ability to carry out the necessary correction of the controllability characteristics of the vessel during its movement in all navigation modes while maximizing the relative simplicity of the designs and schemes of wing devices used in domestic SPK (for example, rigid fastening of hydrofoils on the body).

The present invention by a method of reducing power consumption by increasing the hydrodynamic quality in the mode of the ship's exit to the wings (reducing the "hump of resistance"), stabilizing the movement of the SEC and the device for its implementation in the form of a correction mechanism for the handling characteristics of the vessel provides a technical result, which consists in that when implementing this method and creating a mechanism for correcting the handling characteristics of the vessel as a tool for implementing this method, You can either use less powerful and more economical engines for the SEC, or ensure that the existing SEC is put into wing mode at the same power consumption, but with an increased by 20% or more payload, which significantly increases the economic efficiency of using the SEC.

The specified technical result according to the method of stabilizing the movement and reducing the power consumption of the hydrofoil vessel, which creates vertical reciprocating movements of the aft wing, is achieved by the fact that according to the invention, a feed mechanism is used to correct the handling characteristics with the possibility of smooth control of the position of the aft wing according to its distance from the hull in the range from zero to the maximum value and hydraulic fixation of the aft wing at any point of separation, wherein the start of the acceleration of the vessel from the state of free navigation is performed with the nose wing immersed in water and rigidly attached using the struts directly to the hull of the vessel with the installed working distance and minimum angle of attack, ensuring maximum speed of the vessel when moving in winged mode with low load, and aft wing raised flush with the bottom with a pre-set minimum angle of attack, followed by a gradual immersion of the feed as the vessel’s speed increases of the wing into the water to a depth that at the beginning ensures the separation of the hull from the surface of the water, and then the maximum speed of the vessel is reached when moving in the wing mode, while to stabilize the movement of the vessel, for example, in the wing mode, while cornering or during waves, correction of angles of attack both wings simultaneously and automatically perform by changing the trim of the vessel to the stern by smoothly changing the distance of the carrier plane of the aft wing from the bottom of the hull, followed by hydraulic fixation of the wing in position the best stabilization of the movement, moreover, with a decrease in the trim of the vessel to the stern, with an increase in the distance of the aft wing, the angles of attack of both wings synchronously decrease, and with an increase in the trim of the vessel in the stern, with a decrease in the distance of the aft wing, the angles of attack of the wings increase synchronously.

The stern mechanism for correcting the characteristics of the controllability of a hydrofoil vessel, comprising a lifting and sliding frame device consisting of a supporting stern wing with struts and a support rod rigidly connecting the racks in the upper part, mounted with the possibility of vertical movement by means of hydraulic motors and interaction with the propeller drive, according to to the invention, vertically mounted two or more double-acting hydraulic motors are symmetrically spaced relative to the diameter plane , their piston rods at the ends are pivotally mounted on the transom of the ship’s hull and are guiding elements for forming vertical reciprocating movements of the power hydraulic cylinders rigidly attached to the sterns of the aft wing, while the working cavities of the power hydraulic cylinders are connected to an external hydropower source through a four-line three-position hydraulic control valve with a flat rotary valve, which in the neutral position divides and locks the working cavity of the hydraulic cylinders, the image A hydraulic lock, and in extreme positions, delivers or discharges the working fluid to or from hydraulic motors.

It is known that when a vessel moves in wing mode, hydrofoils (bow and stern) installed at different distances from the keel line (bow - at the larger, stern - at the smaller) have approximately the same depth (distance) from the surface of the water. The difference in the wing spacing to the keel line forms the trim of the vessel and, therefore, the inclination of the bearing planes to the water horizon, i.e. some positive angle of attack.

Thus, a smooth change in the trim of the vessel during its movement provides smooth adjustment of the angles of attack of both wings, which is especially important to overcome the hump of resistance at relatively high speeds.

For the proposed vessel, an increase in the positive angles of attack of the bearing planes during the starting movement is provided by the increased running trim of the vessel, which is formed by the completely submerged front wing and the gliding surface of the stern of the vessel. The aft wing system is in the upper idle position, and the propeller shaft screw is recessed by the size of its working part. The frontal resistance of the propeller shaft is minimized due to a decrease in its angle of inclination.

Thus, the engine power consumption for accelerating the vessel and its exit time to the wing will be less than when both wings are buried together with the propeller. As the ship’s speed increases, the angles of attack of both wings due to the gradual immersion of the aft wing system by the size of the working stroke (in other words, by reducing the running trim) will decrease to their minimum values (set in advance) corresponding to the maximum steady-state movement of the vessel.

The possibility of varying the distance of the aft wing on the hull of the vessel is ensured by supplying the working fluid under pressure from the pump through a three-position hydraulic valve to the corresponding cylinder cavities of the hydraulic motors, the piston rods of which are pivotally mounted on the transom of the vessel.

Since the main goal in choosing the parameters of the SEC hydrodynamic complex is to obtain the minimum resistance (or the maximum hydrodynamic quality), in the first approximation, the SEC resistance can be calculated analytically using experimental materials.

Studies show that the prevailing components of the SPK resistance at low speeds, including the “exit” mode, are the resistance of the hull and protruding parts, a significant effect on the resistance of which is exerted by the free surface of the water. Due to the formation of waves and splashes when crossing the protruding parts of the surface of the water, the resistance to movement increases.

In the “afloat” mode (displacement mode) with the Froude number Fr _D = 0 ... 1 due to the low speed, the arising lift forces on the hydrofoils are insignificant and their value can be neglected. Therefore, in this mode of movement, hydrofoils are considered as protruding parts and the total resistance to movement can be written as:

R = R + R _{Bldg rf} (1), wherein:

R is the total resistance of the vessel,

R _cor - the hull resistance,

R _RF - the resistance of the protruding parts (hydrofoils, their racks, steering wheel, propeller shaft, etc.).

According to Zaitsev N.A. and Maskalika A.I. “Domestic hydrofoil vessels”, Leningrad, Sudostroenie publishing house, 1967, p.12. The resistance of the protruding parts for single-rotor SPK is 15 ... 30% of the total resistance of the vessel.

When using the proposed method, to accelerate the vessel with the feed complex raised above the water level or the bottom of the hull (not taking into account the decrease in the drag of the propeller shaft) with a small error, it is possible to accept a decrease in the total resistance of the protruding parts (R _RF ) by 7 ... 10%. This decrease in the initial part of the acceleration of the vessel accelerates the exit of the SEC on the wings with the number Fr _D = 1 ... 2, 3, when there is a significant increase in the hydrodynamic forces arising on the hull and hydrofoils, the hull in this mode glides and the impedance is expressed by the formula :

R = R _bld + R _cr + R _hf (2), where:

R _cor - the hull resistance, which is dependent on:

R _corp = Δ · tgα _p + R _t (3), where:

Δ · tgα _p - pressure resistance,

Δ = D- (Y _n + N _k ) is the load on the redan, where:

D is the displacement of the vessel,

Y _n , Y _to - the lifting force, respectively, of the fore and aft wings,

α _p is the angle of the redan,

R _t = (ξ _rn + ξ _cher ) ρν ² S _k / 2 (4), where:

R _t - friction resistance,

ξ _gp is the drag coefficient of a smooth plate,

ξ _cher - allowance for the coefficient ξ _gp , taking into account the roughness of the body,

S _to - the area of the wetted surface of the housing.

Submerged to the working depth, the feed complex together with the propeller shaft during acceleration of the vessel creates an increased running trim on the stern due to the significant shoulder of the stop force (Zp, see Fig. 1), which creates a moment acting on the hull relative to the center of gravity of the vessel. Acceleration of a vessel with a raised feed complex reduces the shoulder of the abutment force (Zp, see Fig. 3) and, consequently, the moment acting on the hull, as a result of which the vessel's trim on the stern and, accordingly, the angle of attack of the vessel’s redan are almost halved. From a decrease in the angle of attack of the redan [component Δ · tgα _p (3)] and, accordingly, the area washed by the surface of the body, [component R _t (4)], the total resistance of the body [R _building (2)], as calculations show, decreases approximately by 20%. This value of the impedance is minimal and is given without taking into account the positive factor, namely, that when the vessel reaches a speed of 20 ... 25 km / h (i.e., lower than 0.5 V _ex. , At which the resistance is maximum), sufficient hydrodynamic lifting forces at the bow of the submerged wing, which raise the front of the hull, further reducing the area of the washed surface, and accordingly, reducing the resistance of the hull.

When the feed complex (wing) is smoothly deepened into the water in the ship hull planing mode, the resistance of the feed wing is insignificant due to its high hydrodynamic qualities, when when the wing is immersed to a relatively small depth h / b = 0.2 (h is the immersion depth, b is chord of the wing) significant hydrodynamic lifting forces already arise, under the influence of which the stern of the hull begins to break away from the surface of the water (Zaitsev N.A. and Maskalik A.I. “Domestic hydrofoil vessels”, 1967, p.19, 20).

Thus, the total resistance of the vessel in the mode of its exit to the wings is reduced by about 27%.

Given the formula

N _p = R · V / 75 · η _in , where:

N _p - the estimated engine power supplied to the screw,

R is the total resistance to movement,

V is the speed of the vessel,

η _in - efficiency screw

a 27% decrease in overall resistance to movement reduces the engine power consumption by the same amount.

The results of the calculations based on the approximate reduction in power consumption were confirmed by field tests carried out on a small vessel (boat) of the Kazanka type with hydrofoils and an outboard engine with a power of 20 hp. (Whirlwind-20), which, in the block with the aft wing in the form of a lifting-sliding device, made reciprocating vertical movements with the help of hydraulic cylinders of two double-acting hydraulic motors, the rods of which, being simultaneously guiding elements, were vertically located and parallel to each other mounted on the transom vessel. Varying the distance of the aft wing from the bottom of the hull of the boat during its movement was carried out using a hydraulic hand pump and a three-position valve with the possibility of fixing the wing at any point of separation.

The tests carried out gave the following results:

- When the vessel reached the wings with the front wing immersed in the working distance and the stern wing immersed in the working distance, together with the engine (aft block), the maximum payload was 300 ... 320 kg (4 people), the maximum speed of the boat with this load in the wing mode was 40 ... 42 km / h.

- When the vessel enters the wings with the front wing immersed in the working distance and the aft block initially fully raised (with the angles of attack of both wings pre-installed and reduced by 30 ... 50%), followed by a gradual sinking of the aft block as the speed increases, the maximum load is 390 ... 410 kg (5 people), and the speed of the ship increased to 48 ... 50 km / h. As a result, the efficiency in terms of the increase in the payload was 25%, and in terms of speed ~ 20%, the time required for the vessel to reach the wing mode was reduced by 30 ... 50%.

Thus, by varying the distance of the stern wing in the block with the propeller shaft of the engine during acceleration of the vessel, it is possible, due to a significant reduction in resistance to movement, to obtain the best hydrodynamic and high-speed properties of the SEC at the lowest energy costs.

The essence of the invention is illustrated by drawings, where:

- figure 1 shows a hydrofoil vessel with a nose wing rigidly fixed to the hull with a fixed working distance and a stern mechanism for correcting the controllability characteristics of a ship with a stern wing at the maximum (working) distance from the ship's hull;

- figure 2 shows a General view from the rear of figure 1, a section of the stern mechanism for adjusting the handling characteristics and the hydraulic circuit for connecting the hydraulic motors of the mechanism to a four-line three-position hydraulic manual control valve;

- figure 3 shows a hydrofoil vessel with a nose wing in the working distance position and aft wing raised to the level of the bottom of the ship’s hull (or the main line) when driving in “acceleration” mode with minimal hydraulic resistance.

The same drawings illustrate a method of stabilizing movement and reducing power consumption of a hydrofoil vessel.

A description of the method of stabilizing movement and reducing power consumption is given by the example of the operation of the mechanism for correcting the handling characteristics of a vessel.

The hydrofoil vessel (FIGS. 1, 2) contains a nose wing 1, rigidly fixed with an unchanged working distance with the help of struts (pylons) 2 to the hull of the vessel 3, a stern mechanism for adjusting the handling characteristics 4, consisting of a lifting-sliding frame device 5 and two built-in hydraulic motors 6, 6a double-acting. The lifting-sliding frame device 5 includes a stern wing 7, two racks (pylons) 8 and a support rod 9 rigidly connecting them in the upper part. On the stern wing 7, a support 10 for the propeller shaft 11 is formed with the possibility of axial displacement of the shaft in the moment of the process of variation by the distance of the aft wing 7. The propeller shaft 11 is connected to the engine shaft through a cardan joint 12. The piston rods 13, 13a of the hydraulic motors 6, 6a are symmetrically spaced relative to the ship’s diametrical plane and articulated through the support forks 14 mounted on the transom of the hull 3. The rods 13, 13a of the hydraulic motors 6, 6a are guiding elements for the formation of vertical reciprocating movements of the power hydraulic cylinders 15, 15a, rigidly bolted 16 to the posts 8 of the stern wing 7 of the frame device 5. The piston of the rod 13 of the left hydraulic cylinder 15 (FIG. 2) forms the upper working chamber 17 and the lower working chamber 18. The piston of the rod 13a of the right hydraulic cylinder 15a forms the working chambers 19 and 20. The proposed mechanism for correcting the handling characteristics of su the bottom, combining the aft wing 7, the propeller shaft 11 and the control hydraulic motors 6, 6a into one common unit, differs from the known devices in the higher quality of the layout solution and the rational execution of the structural power scheme.

The possibility of variation - the implementation of a smooth change in the distance of the stern wing relative to the bottom of the vessel or its main line - is provided by the translation of the control lever 21 (figure 2) of a four-line three-position hydraulic distributor valve with a flat rotary valve 22 to one of the extreme positions at which the working fluid under pressure is supplied simultaneously to the respective chamber cavities of both hydraulic cylinders 15 and 15a of the stern mechanism 4. The necessary locking of the stern wing 7 (respectively of the whole mechanism 4) with the necessary distance (immersion depth) is carried out by moving the control lever 21 of the valve 22 from the extreme position to the middle (neutral) position, in which the flat spool with a high degree of tightness divides and locks the working chambers of hydraulic cylinders 15, 15a, forming a hydraulic lock, perceiving the entire stern load of the vessel.

To ensure smooth operation of the hydraulic motors 6, 6a of the aft wing 7, an adjustable throttle 23 is integrated in the drain line of the dispensing valve 22, and a check valve 24 is built into the supply line to prevent subsidence of the aft wing during sudden external overloads at the time of working immersion.

A method of reducing the power consumption of hydrodynamic resistance to movement and stabilizing the movement of the SEC using the feed mechanism for correcting the handling characteristics 4 is as follows (figure 3).

The start of the acceleration of the vessel from the state of free navigation is performed with the nose wing 1 immersed in water and rigidly attached with the help of struts (pylons) 2 directly to the hull of the vessel 3 with the established working distance and the minimum angle of attack, ensuring the achievement of the maximum speed of the vessel when moving on wing mode with a low load and raised using the correction mechanism 4 flush with the bottom or slightly higher aft wing 7 with a pre-set minimum angle of attack. The necessary increase in the positive angles of attack of the bearing planes of both wings of devices 1 and 7 during the starting movement is provided by the increased running trim of the vessel at the stern, which is formed by the completely submerged bow wing and the gliding surface of the stern of the vessel. Frontal drag of the feed complex is minimized. The raised feed complex 4, together with the propeller shaft 11, due to a significant reduction in the shoulder of the thrust force (Zp) relative to the transverse axis passing through the center of gravity of the vessel, creates a minimum moment acting on the hull, as a result of which the trim of the vessel, the angle of attack of the redan, the area of the surface washed , accordingly, the hydrodynamic resistance of the housing and power consumption are significantly reduced.

Reducing the drag of the feed complex to a minimum and increasing the hydrodynamic quality of the hull allow the SEC to develop in a shorter time a speed close to gliding with the Froude number = 1 ... 2, 3. When a certain speed is reached, the nose wing 1 begins to increase due to the increase in lift to emerge, pushing the bow of the hull of the vessel 3 out of the water and differentiating the vessel to the stern, the angle of attack of the bow of the nose 1 increases and the wing receives additional lift. When the gliding speed is reached, the feed correction mechanism 4 for deepening the aft wing (increasing its distance) is activated by moving the control lever 21 of the hydraulic distributor valve 22 from the middle position to the leftmost position according to the diagram (Fig. 2), while the working fluid from an external source (pump) will simultaneously enter the lower chambers 18 and 20 of the hydraulic cylinders 15 and 15a, smoothly moving the stern wing 7 to deepen at the beginning until the stern of the vessel is separated from the water surface, and then until the maximum speed of the vessel is reached when moving in wing mode, while as the speed of the vessel increases, the angles of attack of both wings 1 and 7 due to the smooth immersion of the feed correction mechanism 4 on the working distance or decrease in trim will decrease to the minimum setting values corresponding to the achievement maximum speed of the vessel. The stabilization of the vessel’s movement, for example in the wing mode during turns or waves, the correction of the angles of attack of both wings, is simultaneously and automatically carried out by changing the trim of the vessel to the stern by smoothly changing the distance of the carrier plane of the aft wing from the bottom of the hull using the stern mechanism for correcting the handling characteristics 4 followed by hydraulic fixation of the wing in the position of the best stabilization of the movement, while reducing the trim of the vessel aft, i.e. as the depth or depth of the stern wing increases, the angles of attack of both wings 1 and 7 simultaneously decrease and vice versa.

A hydrofoil vessel with a stern mechanism for adjusting steering characteristics improves the control reliability of the vessel itself and obtains the best hydrodynamic and speed characteristics at the lowest energy costs due to the possibility of implementing a method of stabilizing movement and reducing power consumption by varying the distance of the stern wing from the ship's hull in the range from zero to the maximum working value with a constant working distance of the nasal wing.

The method allows:

- minimize the values of the hydrodynamic resistance of the vessel ("hump of resistance") and, accordingly, power consumption in the mode of exit of the SEC on the wings,

- increase the speed of the vessel and the share of the payload up to 25% with equal power expended,

- carry out the correction of the angles of attack of both wings and their lifting force during the movement of the SEC,

- when the feed complex is raised to its highest position, the maneuverability of the vessel is improved by reducing the turning or turning radius, and the problem of mooring the vessel in shallow areas can also be solved.

The effectiveness of the proposed design of the feed complex with the method of stabilizing the movement of the vessel was confirmed by field tests and operating experience of a small vessel, manufactured in accordance with the proposed design of the mechanism for correction of handling characteristics and the principle of stabilization.

The advantageous indicators over the well-known technical solutions were confirmed with a fairly simple structural and technical design of the proposed device, which opens up the possibility of more economical and high-speed navigation of the SEC.

Claims (2)

1. A method of stabilizing the movement and reducing the power consumption of the hydrofoil vessel, which creates vertical reciprocating movements of the aft wing, characterized in that they use a stern mechanism for adjusting the handling characteristics with the ability to smoothly control the position of the aft wing by its distance from the hull in the range from zero to the maximum value and hydraulic fixation of the aft wing at any point of separation, while the beginning of the acceleration of the vessel from the state of free Avania is performed with a bow wing immersed in water and rigidly attached with the help of racks directly to the hull of the vessel with a set working distance and a minimum angle of attack, ensuring maximum speed of the vessel when moving on wing mode with low load, and raised flush with the bottom of the stern wing with a preset minimum angle of attack, followed by a gradual immersion of the aft wing in water at depths that increase the speed of the ship’s movement, providing at the beginning of the hull of the vessel from the surface of the water, and then reaching the maximum speed of the vessel when moving in the wing mode, while to stabilize the movement of the vessel, for example, in the wing mode when cornering or during a wave, the correction of the angles of attack of both wings is simultaneously and automatically performed by changing the trim of the vessel to the stern by smoothly changing the distance of the carrier plane of the aft wing from the bottom of the body with subsequent hydraulic fixation of the wing in the position of the best stabilization of movement, and with a decrease m trim the vessel at the stern, with increasing equidistance aft wing angles of attack of both wings synchronously decrease, while with the increase of vessel trim to the stern, with a decrease in equidistance aft wing angles of attack of the wings synchronously increased. 2. The stern mechanism for correcting the hydraulics characteristics of a hydrofoil vessel, comprising a lifting and sliding frame device consisting of a supporting stern wing with struts and a support rod rigidly connecting the racks in the upper part, mounted with the possibility of vertical movement by means of hydraulic motors and interaction with the propeller drive characterized in that the vertically mounted two or more double-acting hydraulic motors are symmetrically spaced relative to the diametrical plane and, their piston rods at the ends are pivotally mounted on the transom of the ship’s hull and are guiding elements for forming vertical reciprocating movements of the power hydraulic cylinders rigidly attached to the sterns of the aft wing, while the working cavities of the power hydraulic cylinders are connected to an external hydropower source through a four-line three-position hydraulic valve control with a flat rotary valve, which in the neutral position divides and locks the working cavity of the hydraulic cylinders, arr Zuy pilot controlled check valve, and in the extreme positions is supplying or withdrawal of hydraulic fluid in the hydraulic cylinders or hydraulic motors.

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