RU2296079C1 - Tank-borne party ferry - Google Patents

Abstract

FIELD: bridge crossing equipment; ferrying heavy materiel through river barriers.

SUBSTANCE: proposed ferry may be transported by land and may be launched into water by means of specialized vehicle. It is provided with deployment mechanisms articulated together and equipped with roadway built in decks, central propulsion pontoon and side hinged pontoons, deck house with control members, engine with its systems and propulsion and steering complex mounted in propulsion pontoons, fore and aft fairings with wash plates and swivel ramps mounted on side pontoons. Pontoons have similar displacement; they are divided into watertight compartments by means of bulkheads. Each ramp is made in form of watertight displacement-type skeleton imparting additional transversal stability to ferry during embarkation of tanks which may be locked in any position on hinged pontoon within preset angles of turn. Fore and aft deck parts of propulsion pontoon are extended beyond fore and aft transoms of side pontoons for position of fore superstructure on the extended parts together with built-in deckhouse and aft superstructure and laying the side pontoons between superstructures, thus transforming the ferry into three-tier stack when it is returned from deployed position to stowed position. Fuel tanks of engine supply system are arranged in middle compartment of central propulsion pontoon; they are arranged in groups located symmetrically relative to center of mass of ferry; each of them is provided with service tank fitted with fuel-contents gage and interconnected by means of pipe lines for centralized refueling through filler neck located in fore superstructure, thus ensuring smooth consumption of fuel from tanks both through service tanks and through one of them; provision is made for disconnection of group of tanks in case of damage to one of them with the aid of electric two-way valves. Propulsion and steering complex includes radial-type water-jet propellers at varying thrust vector; water-jet propellers are provided with vacuum pumps which are so mounted that air may be evacuated from water-jet propeller trunks which are filled with water before switching-on the pumps. Pumps may be switched on/off both automatically and manually from control console mounted in deckhouse.

EFFECT: increased cargo carrying capacity of ferry; improved running properties in shallow water; enhanced resistance to damage in combat.

10 cl, 9 dwg

Description

The invention relates to ferry and bridge means, and in particular to self-propelled ferries, and can be used to ferry tanks and other heavy equipment through water barriers.

Famous ferry-bridge machine PMM-2M (see the journal "Technique and Armament", October 2001, pp. 11-12), containing a navigable and land caterpillar movers, a hull and two folding pontoons, which are placed in the transport position "package »To the body. The disadvantages of the known ferry-bridge machine are:

- limited carrying capacity, not exceeding 42.5 tons, due to the large net weight (36 tons) afloat, including the mass of land tracked propulsion units and the hull, such a carrying capacity, although it allowed the machine to be used to transport tanks of past generations, it is small to provide the possibility of crossing modern main battle tanks, the mass of which reaches 60 tons;

- large draft (1.8 m), which makes it difficult to use the machine in shallow water.

A motor link is known (see RF patent No. 2098314, B 63 B 35/54, E 01 D 15/14, 07/04/2001), which consists of a displacement casing and hinged pontoons connected to it via hinges and butt assemblies. The housing contains an engine and water-propelled jet propulsion. In the stern of the hull, a deckhouse and a mechanism for opening and folding each folding pontoon are installed on the deck, which contains a vertical strut with a bypass pulley, a hydraulic winch from the hydraulic link of the motor link (with the engine running) and a traction rope, the end of which is connected through the bypass pulley to the ring button on pontoon transom. On the outer sides of the pontoons placed inter-link butt nodes designed to connect with the pontoon links. The pontoons and the hull are equipped in the bow with swivel fairings, and in the stern of the pontoons have swivel breakers. The motor link is transported by land in a pontoon car.

The disadvantages of the known motor link are:

- low load capacity does not allow to use it as an independent transfer means for heavy equipment;

- the cabin does not have armor protection, which makes it impossible to use the motor link for landing during fire contact with the enemy;

- the cable-block drive of the mechanism for opening and folding the folding pontoons is unreliable in work, requires the participation of the crew in stocking and securing the cable.

To increase the load capacity, the specified motor link in various combinations can be used in the assembly of a ferry or a floating bridge, for example, a light landing ferry according to RF patent No. 2104209, B 63 V 35/54, B 63 B 35/34, E 01 D 15/14, 06.06 .1996

A shuttle tank ferry is also known (see RF patent No. 2185996, B 63 V 35/54, B 63 V 35/36, 07/04/2001), containing two displacement pontoon river links, consisting of two extreme and two middle pivotally connected pontoons equipped with butt joints on transoms, a means of motorization and ramps installed at the ends of the ferry. The specified motor link was used as a means of motorization, elongated river links, the outer transoms of which are made with luge contours, are docked to the outer sides of the hinged pontoons. A folding rigid bulwark is installed on the outer transom of each extreme pontoon of river links, which is a continuation of the toboggan run, and removable bulwarks made of waterproof fabric are installed between the ramps.

A disadvantage of the known ferries is that they are structurally made up of several links, the assembly of which on the water, especially during rough seas, is difficult and time-consuming, and transportation by land - of three separate conveyors.

The motor link is known (see RF patent No. 2187441, B 63 B 35/54, E 01 D 15/14, 12/21/2000), according to most of the essential features adopted as a prototype for the claimed technical solution. The motor link contains a hull with a carriageway integrated into the deck and a cockpit in the aft, a power unit and a propulsion system located in the hull, and folding pontoons with butt assemblies and ramps on the outer sides connected to the hull. Hinged pontoons are hinged to the hull in the plane of the bottom with the help of displacement panels made integrally with the bottoms of the pontoons, and in the plane of the deck with transitional bridges. In the spaces between the sides of the hull and the sides of the hinged pontoons, rigid bow and stern floats with fairings are rotatable in the horizontal plane relative to the folding pontoons. Between these floats are placed pivotally attached to the lower planes of the transitional bridges folding floats. The motor link is transported by land on a wheeled or tracked vehicle in the folded position in the form of a two-tier package, which is formed by a 180 ° turn of the folding pontoons and laying them on the hull deck to the left and right of the wheelhouse.

The disadvantages of the known motor link are:

- laying the folding pontoons to the left and right of the cabin in the transport position in the form of a two-tiered package does not allow rational use of a significant deck area before the cabin to accommodate the folding pontoons and thereby increase their dimensions, which means the displacement and carrying capacity of the motor link, which reduces the possibility of it use as an independent shipping means for heavy equipment, including modern tanks;

- the complexity of the design leads to a decrease in reliability, increases the preparation time for crossing over water barriers and for transportation by land;

- the lack of armored protection of the cabin, fire extinguishing system and a highly productive system for maintaining buoyancy on water does not make it possible to use a motor unit for landing during fire contact with the enemy.

The invention solves the problem of creating a landing ferry for crossing the main battle tanks and other heavy equipment through water barriers.

The technical result achieved in solving the problem is to increase the carrying capacity of the ferry while ensuring good driving performance even in shallow water and survivability in combat conditions.

The problem is solved in that the pontoons are made equal in displacement and divided by partitions into sealed compartments, and each ramp is made in the form of a sealed displacement frame, which provides steam with additional lateral stability when loading the tank, and is provided with the possibility of locking on the folding pontoon in any position in the range of turning angles, while the bow and stern deck parts of the motor pontoon are extended beyond the bow and stern transoms of the side pontoons with the possibility of placement of the bow superstructure with built-in cabin and aft superstructure, and laying side pontoons between superstructures with the conversion of the ferry into a three-tier package when it is transferred from the deployed working position to the transport one, while the fuel tanks of the engine power system are located in the middle compartment of the central motor pontoons are divided into groups symmetrically located relative to the center of mass of the ferry, each equipped with a supply tank with a fuel meter and connected piping water with the possibility of centralized tank refueling through the neck located in the bow superstructure, to ensure uniform fuel production from the tanks, both through the supply tanks, and through one of them, and shutting down a malfunctioning or damaged combat group using valves, for example, two-channel electric ones, moreover, in the propulsion-steering complex, radial-type water cannons with a variable thrust vector are used, which are equipped with vacuum pumps installed with the possibility of failure ki air from water cannons shafts and filled with water prior to their incorporation, the switching on and off of said pumps is carried out in both automatic and manual modes console installed in the control room.

The ferry is equipped with a system for maintaining buoyancy on water, including pumping units located in the motor and side pontoons, each of which is equipped with a high-performance centrifugal pump used to remove water from the sections of the pontoons in an emergency, and a low-capacity sump pump used to fill the centrifugal pump pump when it is turned on and to remove water from the pontoon sections in a normal situation.

The ferry is equipped with a fire extinguishing system, including fire extinguishing containers and fire alarm sensors located in the pontoon compartments, and configured to extinguish both automatically by an electric signal from these sensors and in the forced operation mode by command from the remote control installed in cabin.

The feed superstructure is divided into compartments in which the engine’s air supply and exhaust systems are installed, spaced to the sides of the engine pontoon, the battery pack, external engine start equipment and a small-sized refueling unit.

The cabin is made of lightly armored windows with bulletproof glazing, is equipped with a filter ventilation unit and is equipped with a hermetically sealed door and sunroof.

A water intake with a normally closed high-capacity valve device is installed between the pump and the pump, and a centrifugal pump and pump are connected through a pipeline and an intake to form, together with the suction pipe of the centrifugal pump and the outflow pipelines located behind the pump, a single drainage line.

An electric motor was used as a drive of a sump pump, and a hydraulic motor equipped with an axial unloading device was used as a drive of a centrifugal pump.

Elements of the hydraulic system of the ferry, located in the side folding pontoons, are movably connected to the motor pontoon by pressure lines made in the form of flexible hoses, on which the power cables of consumers of the electric system are located, located in the side pontoons.

On each of the bow and stern fairings, a wave breaker is pivotally attached, connected by rotary rods to the side folding pontoon body, and on the edges of the fairing there are three-arm levers connected with the pontoon and hydraulic actuator cylinders to ensure that the fairing and wave breaker are simultaneously installed in working position by the direct stroke of the rods and to the transport position by their reverse.

The tank with the hydraulic fluid of the hydraulic system is located at the minimum possible distance from the center of mass of the ferry.

The analysis of the main distinguishing features showed that:

- the implementation of the pontoons of equal length and displacement ensured that the maximum ferry carrying capacity in these dimensions was achieved and allowed the steam to be formed in the working position in the form of a rectangular platform with good navigational characteristics;

- the removal of the fore and aft deck parts of the motor pontoon for the front and rear transoms of the side pontoons provided the possibility of placing on the outboard parts, respectively, the front superstructure with an integrated cabin and the aft superstructure and laying the side pontoons between superstructures with the conversion of the ferry into a three-tier package when it is transferred from the deployed working position in transport;

- the execution of each ramp in the form of a sealed displacement frame gives the steam additional lateral stability when loading the tank, in addition, the ramp is provided with the ability to lock on the folding pontoon in any position in the range of the given rotation angles and it is possible to fire from the tank gun during landing;

- the symmetrical arrangement of the tanks of the engine’s fuel supply system relative to the center of mass of the ferry, the possibility of centralized refueling of the tanks and uniform fuel consumption from the tanks, the location of the tank with the hydraulic fluid at the minimum possible distance from the center of mass of the ferry made it possible to optimally distribute the mass of the ferry and ensure uniform draft;

- dividing the engine's fuel supply system into groups, each equipped with a supply tank with a fuel meter and connected by pipelines with the possibility of producing fuel both through the supply tanks and through one of them and shutting down a faulty or damaged combat group with valves, increased the reliability of the system and everything ferry, especially when landing;

- the felling of lightly armored windows with bulletproof glazing provided bulletproof and anti-shatter protection for the crew, which allowed the use of steam for landing tanks and other heavy equipment in conditions of fire contact with the enemy;

- equipment of the bow and stern of the motor pontoon with deck superstructures, divided into compartments, made it possible to optimally place the necessary working equipment, systems and property of the pontoon with access to them during the operation of the ferry, as well as for repair and maintenance;

- the separation of the air supply and exhaust systems of the engine to the sides of the engine ferry excluded the possibility of mixing clean air entering the engine with exhaust gases;

- the use in the propulsion-steering complex of radial-type water cannons with a variable thrust vector, which are equipped with vacuum pumps installed with the possibility of pumping air out of the water-jet shafts and filling them with water before switching them on, ensured the effective operation of water-cannons even with a slight draft of the empty ferry, which increased it navigable qualities;

- the implementation of each of the pumping units of the water buoyancy maintenance system with a high-performance centrifugal pump and a low-capacity sump pump allows water to be removed from the pontoon sections in a normal situation - only with a low-energy pump, and in case of emergency, additionally be turned on (in automatic or manual mode ) to remove water from the pontoon sections, a high-performance centrifugal pump, while maintaining its operational resource;

- the installation between the pump and the pump of the water intake with a normally closed high-capacity valve device allows it to be filled with water when the high-capacity pump starts;

- the use of an electric motor as a sump pump drive allows you to work on batteries, providing buoyancy in a normal situation;

- the ferry equipment with a fire extinguishing system, including fire extinguishing tanks and fire alarm sensors, provides effective fire extinguishing during fires;

- the execution of the pressure lines of the hydraulic system of the ferry connecting the lateral folding pontoons with the motor pontoon in the form of flexible hoses ensures the operability of the system elements located in the side pontoons when transferring the ferry from the deployed working position to transport and from transport to working.

The invention is illustrated by drawings, which depict:

figure 1 is a top view of the ferry, the deck of the motor pontoon is conventionally not shown;

figure 2 is a side view of the ferry, a view of figure 1;

figure 3 is a front view of the ferry, view B in figure 2;

figure 4 is a side view of the ferry, folded into a transport bag and laid on a low profile tracked conveyor;

figure 5 is a cross section through a water-jet propulsion and steering complex, section bb in figure 1;

figure 6 - pump installation of a system for maintaining buoyancy on water, section GG in figure 1;

figure 7 - transport position of the ramps, section DD in figure 1;

on Fig - working position of the ramps;

figure 9 - working and transport (shown by a dotted line) the position of the breaker boards, element E in figure 2.

The landing tank ferry 1 (see Fig. 1) contains a central motor pontoon 2, equal in displacement and separated by partitions into sealed compartments, and side hinged pontoons 3 and 4 pivotally connected to it, engine 5, its systems and propulsion systems are located in the motor pontoon 2 steering complex 6. The bow and stern deck parts of the motor pontoon 2 are extended beyond the front and rear transoms of the side pontoons 3, 4 with the bow 7 and stern 8 superstructures placed on them. The nasal superstructure 7 is made with a built-in lightly armored cabin 9 with bullet-proof glazed windows to accommodate and protect the crew (commander and helmsman) and is equipped with controls both the ferry 1 itself and its main systems. The ferry 1 is configured to lay side pontoons 3, 4 between the superstructures 7, 8 when converting the ferry 1 into a three-tier package when it is transferred from the deployed working position to the transport one (shown by a dotted line in FIG. 2).

All three pontoons are equipped with a carriageway integrated in their decks with pivoting ramps 10 at its edges, and side folding pontoons with waveguards 11 mounted on the bow and stern transoms.

Each ramp 10 is made in the form of a rigid frame with a lining, forming a sealed displacement structure (see Fig. 3, 7, 8), which gives the steam additional lateral stability when loading the tank. It is possible to lock the ramps with 10 hydraulic locks on the folding pontoons 3, 4 in any position in the range of the set rotation angles from completely folded onto the folding pontoons 3, 4 in the transport position to fully reclined in the working position when loading the equipment.

To deploy the ferry 1 from the package to the working position and install the ramps 10 and the breaker boards 11 and folding the above nodes in the transport position, the ferry 1 is equipped with a hydraulic system with executive hydraulic cylinders.

The crew can get into the wheelhouse 9 both through the upper hatch 12, made in the roof, including in the transport position, and from the deck through the back door 13 when the pontoons are in the working position in the form of a flat rectangular floating platform. The lateral parts of the nose superstructure 7 are made in the form of compartments with bulwarks 14, one compartment is used to accommodate the neck 15 of the centralized fueling system of the engine 5, drainage neck 16 and the hopper 17 for the property, and the other compartment for the installation of anchor winch 18.

The feed superstructure 8 is divided into compartments in which the air supply 19 and the exhaust system 20 of the engine are installed, spaced to the sides of the motor pontoon, the battery pack 21, and under the covers 22 there is a set of spare parts, tools and accessories, including equipment for external starting the engine with a socket 23 and small-sized refueling unit 24.

The fuel tanks of the engine power system are located in the middle compartment of the central motor pontoon 2, divided into two groups 25, 26 and 27, 28, symmetrically located relative to the center of mass of the ferry 1, and the supply tanks 25, 27 are equipped with fuel meters. The system is equipped with necks 15, 16 and expansion tank 29, its elements are connected by pipelines 30 with the possibility of centralized refueling of tanks and uniform generation of fuel from the tanks, both through supply tanks 25, 27, and through one of them, and shutting down a faulty or receiving combat damage to the group using, for example, two-channel electrical valves 31, 32.

In the propulsion and steering complex of the ferry 1, radial-type water cannons 33 with a variable thrust vector (see Fig. 5) are used, which are equipped with vacuum pumps 34, which are installed with the possibility of pumping air from the water-jet shafts 33 and filling them with water before switching them on. Turning on and off the pumps 34 is carried out both in automatic and in manual modes from the remote control installed in the wheelhouse 9 (not shown).

The ferry 1 is equipped with a system for maintaining buoyancy on water, including pumping units (see Fig. 6), located in the motor 2 and side pontoons 3, 4 and containing each centrifugal pump 35 with high capacity and a low-capacity drainage pump 36. A hydraulic motor 37 equipped with an axial unloading device was used as a centrifugal pump drive 35, and an electric motor 38 was used as a drive for the sump pump 36.

Between the pump 35 and the pump 36, a water intake 39 is installed on the bottom of the pontoon with a normally closed high throughput valve device (not shown), and a centrifugal pump 35 and pump 36 are connected through a pipe 40 and a water intake 39 with the formation of a centrifugal pump 35 together with the suction port 41 and 42 low-pressure pipelines located behind the pump of a single drainage line.

The ferry 1 is equipped with a fire extinguishing system, including fire extinguishing tanks 43 and fire alarm sensors 44, located in the compartments of the pontoons 2, 3, and 4. Both thermal and optical sensors 44 can be used in the system. The system is designed to extinguish both automatic mode by the electric signal from the indicated sensors, and in the forced operation mode by command from the remote control set in wheelhouse 9 (not shown).

Between the central motor pontoon 2 and the side pontoons 3, 4, lever opening mechanisms 45 and 46 are provided, equipped with a hydraulic actuator (not shown). To ensure the rigidity of the ferry in the working position and fixation of the folding pontoons 3, 4, after opening at the bottom of their joints with the central pontoon 2, hydraulic stops 47 are installed. Elements of the hydraulic system of the ferry, located in the side folding pontoons, are movably connected to the motor pontoon 2 by pressure lines made in the form of flexible hoses (not shown), on which the power cables of consumers of the electrical system are mounted, located in the side pontoons 3, 4.

Wave-breaker shields 11 are pivotally mounted on each of the bow and stern cowls 48 (see Fig. 9) and are connected by rotary rods 49 to the bodies of the side folding pontoons 3, 4. At the edges of the cowl there are three-arm levers 50 connected to the pontoon and hydraulic drive cylinders 51 with ensuring the simultaneous installation of the fairing 48 and the breaker shield 11 in the working position by direct stroke of the rods and in the transport position by their reverse stroke.

Moreover, the tank 52 with the working fluid of the hydraulic system is located at the minimum possible distance from the center of mass of the ferry.

The above elements of the hydraulic system are configured to control their operation from the deck 9. The deck 9 is equipped with navigation devices, a radio station and a filter and ventilation unit (not shown).

When folded, the pontoon is transported by a specialized vehicle, for example, a tracked conveyor according to RF patent No. 2207281, class B 62 D 55/00, E 01 D 15/22 dated 04/17/2001 (see figure 4).

It works with steam as follows.

If it is necessary to transfer tanks or other heavy equipment, the caterpillar conveyor with the steam 1 installed on it extends to the water barrier and approaches the water edge in front. The ferry crew leaves the conveyor, the helmsman, through the hatch 12, takes up his workplace in the wheelhouse 9 and starts the engine 5. Then, using the hydraulic actuators, he opens the side pontoons 3 and 4 by alternating operation of the linkage mechanisms 45, 46. the pontoons 2, 3 and 4 form a flat platform and are fixed by hydrostocks 47. The breaker boards 11 are moved by direct travel of the cylinder rods 51 from the transport position to the working position, after which the steam 1 is ready for launching. The ferry commander takes his place in the wheelhouse 9, all the fastening elements of the ferry 1 on the conveyor are unstuck, the conveyor begins to move and brakes sharply when approaching the water edge. Ferry 1, due to inertia, slides along the roller devices of the conveyor and descends into the water. Before turning on the propulsion and steering complex, the vacuum pumps 34 fill the shafts of the water cannons 33, after which the water cannons 33 are included in the operation. Ferry 1 is moored on the left or right side to the shore prepared for loading the tank or other heavy equipment. The calculations showed that the draft of the empty ferry does not exceed 0.25 m and 0.65 m under a load of 60 tons. This allows approaching the coast as close as possible, even in shallow water. The ramps 10 are guided ashore, along which the tank is loaded onto the ferry 1. After loading, the ramps 10 are folded and locked in any position in the range of the given rotation angles, making it possible to fire from a tank gun.

When moving the ferry 1 in the normal mode, bow 7 and stern 8 of the superstructure of the motor pontoon 2 and wave breakers 11 provide protection for the deck of ferry 1 from being flooded. In the normal mode, water is removed from the sections of the pontoons 2, 3 and 4 by the sump pumps 36. In an emergency, upon receipt of holes, the sump pumps 36 are used to fill the centrifugal pumps 36 when they are turned on to remove water from the sections of the pontoons with high performance.

When landing in conditions of fire contact with the enemy, a lightly armored cabin 9 with bulletproof glass windows protects the crew of the ferry from bullets and fragments, and due to the operation of the filter ventilation unit with hermetically sealed hatch 12 and door 13, it is possible to use ferry 1 in conditions of contaminated area and strong smoke. In normal mode, with valves 31, 32 turned on, fuel is evenly generated from all tanks. In the event of combat damage to the engine's fuel supply system, the steering-minder using two-channel electric valves 31 or 32 turns off the damaged group of tanks. Moreover, if valve 31 is turned on and valve 32 is turned off, fuel is generated from tanks 25, 26, and if valve 32 is turned on and valve 31 is turned off, fuel is generated from tanks 27, 28. When a fuel or hydraulic fluid is ignited by a signal from sensors 44, the extinguishing agent is ejected from the cylinder 43 located in the compartment where the fire occurred, extinguishing the fire with high efficiency. If the crew visually noticed a fire, then pressing the button on the remote control forces the cylinder 38 in the corresponding compartment.

The main mode of refueling the fuel system of the ferry 1 is centralized refueling from the tanker through the neck 15 with the drain neck 16 open, but it is also possible to refuel autonomously from containers, such as barrels, using a small-sized refueling unit 24. With discharged batteries, it is possible to start the engine 5 from an external power source by connecting with a cable to the socket 23 of the external trigger equipment.

Thus, the present invention has solved the task of creating a landing ferry for crossing the main battle tanks and other heavy equipment across water barriers.

Claims (10)

1. Landing tank ferry, made with the ability to self-propelled by water, transport by land and launching by a specialized vehicle, comprising a central motor pontoon and side hinged pontoons equipped with opening mechanisms, articulated between each other and equipped with a carriageway on the decks, deckhouse with governing bodies, the engine, its systems and the propulsion-steering complex installed in the motor pontoon, bow and stern fairings with wave breakers and rotary devices and installed on the side pontoons, characterized in that the pontoons are made equal in displacement and divided by partitions into sealed compartments, and each ramp is made in the form of a sealed displacement frame, which provides the steam with additional lateral stability when loading the tank, and is provided with the possibility of locking on the folding pontoon in any position in the range of the given rotation angles, while the fore and aft deck parts of the motor pontoon are moved out of the bow and stern transoms of the side pontoons with the possibility of placing on the remote parts, respectively, of the bow superstructure with built-in cabin and aft superstructure and laying side pontoons between superstructures with the conversion of the ferry into a three-tier package when it is transferred from the deployed working position to the transport one, while the fuel tanks of the engine power system are placed on average compartment of the central motor pontoon, divided into groups symmetrically located relative to the center of mass of the ferry, each equipped with a fuel tank with a fuel meter and connected by pipelines with the possibility of centralized filling of tanks through the neck located in the nose superstructure, to ensure uniform production of fuel from the tanks, both through the supply tanks, and through one of them, and shutting down a faulty or damaged combat group using valves, for example, two-channel electric, and in the propulsion-steering complex used radial-type water cannons with a variable thrust vector, which are equipped with vacuum pumps installed with possibly the ability to ensure the pumping of air from the mines of water cannons and filling with water before they are turned on, while turning on and off these pumps is carried out both in automatic and in manual modes from the console installed in the wheelhouse. 2. The landing tank steam according to claim 1, characterized in that it is equipped with a system for maintaining buoyancy on water, including pumping units located in the motor and side pontoons, each of which is made with a high-performance centrifugal pump used to remove water from the sections of the pontoons in an emergency, and a low-capacity sump pump used to fill the centrifugal pump when it is turned on and to remove water from the pontoon sections in the normal situation. 3. The amphibious tank ferry according to claim 1, characterized in that it is equipped with a fire extinguishing system, including fire extinguishing tanks and fire alarm sensors, located in the pontoon compartments, and configured to extinguish as in an automatic mode by an electric signal from these sensors , and in the mode of forced operation on command from the remote control installed in the wheelhouse. 4. The landing tank ferry according to claim 1, characterized in that the aft superstructure is divided into compartments in which air supply and exhaust systems of the engine are installed, spaced to the sides of the motor pontoon, a battery pack, external engine starting equipment and a small-sized refueling unit. 5. The landing tank ferry according to claim 1, characterized in that the wheelhouse is lightly armored with bulletproof glazed windows, equipped with a filtering installation and equipped with a hermetically sealed door and sunroof. 6. The landing tank steam according to claim 2, characterized in that a water intake with a normally closed high-capacity valve device is installed between the pump and the pump, and the centrifugal pump and the pump are connected through a pipe and an intake with the formation of a centrifugal pump and the suction piping together with the suction pipe located behind the pump, a single drainage line. 7. The landing tank steam according to claim 2, characterized in that an electric motor is used as a drive of the sump pump, and a hydraulic motor equipped with an axial unloading device is used as a drive of a centrifugal pump. 8. The landing tank ferry according to claim 1, characterized in that the elements of the hydraulic system of the ferry, located in the side folding pontoons, are movably connected to the motor pontoon by pressure lines made in the form of flexible hoses, on which the power cables of consumers of the electrical system are located, side pontoons. 9. The landing tank ferry according to claim 1, characterized in that on each of the bow and stern fairings, a wave breaker is connected pivotally, connected by rotary rods to the side folding pontoon body, and three-arm levers connected to the pontoon and hydraulic drive cylinders are installed along the edges of the fairing ensuring the simultaneous installation of the fairing and the breaker shield in the working position by the forward stroke of the rods and in the transport position by their reverse stroke. 10. The landing tank steam according to claim 1, characterized in that the tank with the working fluid of the hydraulic system is located at the minimum possible distance from the center of mass of the ferry.

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