RU2297941C2 - Multi-purpose dry cargo vessel for ice navigation - Google Patents

Abstract

FIELD: shipbuilding; multi-purpose dry cargo vessels for carrying cargoes in water areas covered with ice and not covered with ice.

SUBSTANCE: proposed multi-purpose dry cargo vessel has hull with fore and aft extremities and sides provided with ice strengthening members. Hull bottom in aft extremity has inclined surface. Extent of cargo holds is no less than half length of vessel and maximum breadth is no less than ¾ of ship's extreme breadth. Main propulsion plant with propulsor is swivel in construction. Slewing axis of main propulsion plant is deflected at angle α from vertical in CL or in plane parallel to CL. Axis of thrust vector is also inclined at angle α from normal relative to slewing axis of main propulsion plant. Angle satisfies condition 0<α≤β/2, where β is angle whose magnitude is equal to magnitude of average angle of inclination of ship's bottom surface in aft extremity relative to ship's waterplane on inclined section of bottom located below level of point of intersection of main propulsion plant slewing axis with propulsor thrust vector axis.

EFFECT: reduced usage of material; enhanced survivability and durability of vessel.

15 cl, 4 dwg

Description

The invention relates to shipbuilding, in particular to dry cargo vessels intended for the transportation of general cargo, roundwood and packaged timber, bulk cargo (wood chips, coal, fertilizers), as well as for the transportation of containers of ISO standards and can be used for transportation of goods across the water as covered in ice, and in clear water.

The prior art universal ships for general cargo and container ships (see Dopatka R., Perepechko A. Book of ships. L .: Sudostroenie, 1981, p. 18-21).

Vessels are equipped with well-developed loading and unloading means in the form of cargo arrows with winches located on the open deck, or, in newer vessels, in the form of cargo cranes with electric or hydraulic drive.

General cargo vessels have from four to six holds and twindecks, which make it possible to place various types of cargoes well. They are designed almost exclusively for the transport of general cargo in packaging. On ships for general cargo, many masts are installed that serve to equip cargo arrows on them. Along with cargo arrows, cargo cranes can be seen. On such ships, all crew and passenger rooms are usually located in a closed superstructure above the engine room. Depending on the location of the engine room, the living superstructure is located in the stern, is shifted to the stern or is located in the middle of the vessel.

For loading and unloading of heavy loads, heavy booms installed above the holds are used, which can lift loads from 30 to 300 tons. The general load must be located in the holds so that it does not move even at the largest angles of heel, as this can lead to overturning and as a result to the death of the vessel.

Known universal ships for general cargo. These are single-screw vessels with a deadweight of 14-20 thousand tons, a speed of 13-16 knots and equipped with well-developed and at the same time very simple loading and unloading means. Engine rooms with low- or medium-speed diesel engines, as well as residential superstructures, are located aft. They can be used for transportation of bulk goods, containers and cars.

As for container ships, as you know, there are two main types of containers: ISO containers with dimensions of 6.1 × 2.44 × 2.44 m and containers with dimensions of 12.2 × 2.44 × 2.44 m, and special ships on which containers can be attached and transported (see Dopatka R., Perepechko A. Book on ships. L .: Sudostroenie, 1981, p. 18-21).

Recently, many vessels for general or bulk cargo have been rebuilt or equipped exclusively or partially for the transport of containers. This is how semi-container vessels with limited loading area arose. They serve mainly for transportation of general cargo in non-standard packaging and for the transportation of a certain number of standard containers.

The equipment of vessels for transporting containers consists mainly in the fact that profiled steel rails are placed in the holds, in which containers are mounted and secured in a vertical position, which excludes their horizontal movement during the roll of the vessel. Some containers are transported as deck cargo. Containers transported on deck, depending on size, are stacked in one, two, three, or even four rows. Vessels built exclusively for the transport of containers are called container ships. The container capacity of modern container ships, thanks to the appropriate equipment of the holds and the size of the decks, is very large; for vessels with a deadweight of 60 thousand tons, it is 3 thousand 20-foot containers.

Vessels with horizontal cargo handling are known for transporting goods in containers, on pallets or in automobile trailers and semi-trailers that are loaded and unloaded horizontally.

Loads are "rolled" onto the ship in poll trailers, flatcarriages or on their own wheels through gates in the bow, in the stern or on the sides.

Also known from the prior art is a multi-purpose dry cargo vessel comprising a hull with double sides and a deck of a quarter deck, a multi-tiered superstructure, a cargo hold, the width of which is greater than the width of the cargo hatch, a set of shields for it, aft engine room, hatch closure, aft ramp and a cargo device in in the form of a gantry crane. The flooring of the hatch covers is made at the same level with the deck of the quarter deck and docked to it, forming a common deck, and in the cargo hold near the transverse bulkheads the shields are freely installed in the upright position. One of the shields is aft, attached to the aft bulkhead by a pivotally detachable unit and has a continuous flooring on both sides, and along the long side along the edges there are flanges (in the type of apparatus) with which it faces the aft transverse bulkhead of the hold. On the double sides of the hold, vertical racks are installed, made flush with the longitudinal coaming of the cargo hatch, and locking devices that interact with the reciprocal nodes of the device located on the shields. Locking devices provide locking of the boards both in their vertical position and in a horizontal position (see RU 2057677 C1, B63B 25/18, 04/10/1996).

A disadvantage of the known technical solutions is that their design does not provide for operation in an area covered with ice, and in open water they do not provide sufficient emergency stability, which reduces the survivability, durability and efficiency of the vessel.

An icebreaking vessel comprising a hull with bow and stern and at least one propulsion unit with a rotary propeller is known in the art. The propulsion unit of such a vessel is made rotatable around a vertical axis, and the bottom of the aft hull is made with an ice surface inclined relative to the horizontal plane (see RU 2075421 C1, B63B 35/08, 03/20/1997).

The disadvantage of the above vessel is the low balance of traction in relation to the contours of the vessel.

The problem to which the present invention is directed, is to increase the durability and survivability of the vessel, as well as increase the economy and driving performance of an ice-class multipurpose dry cargo vessel.

The problem is solved due to the fact that the multi-purpose dry cargo vessel of ice navigation according to the invention comprises a hull with bow and stern ends, with sides made with ice reinforcements, a double bottom including a second bottom and bottom, and the bottom, at least in the stern end, made with an inclined surface, with cargo holds, an upper deck and includes a superstructure and engine room, cargo equipment, ship devices and systems, and at least one rotary main engine a tank with a mover, and cargo holds are limited by longitudinal and transverse bulkheads and equipped with a bottom at least partially coinciding with the second bottom of the vessel, as well as hatches and multi-section waterproof hatch covers, preferably with hydraulic drives located outside the light of the hatch, and form aggregate cargo hold compartment with a total length of at least half the length and the largest width of at least three quarters of the largest breadth of the vessel, and the upper ends of at least part of the search the holds are supplemented by coaming made over the upper deck, forming at least two longitudinal beams, in addition, the rotary axis of the main propulsion system is made deviated from the vertical in the vessel’s diametrical or parallel plane by an angle α, and the axis of the thrust vector of the propulsion unit of the main propulsion system is also deviated by an angle α from the normal to the rotary axis of the main propulsion system, while the angle α satisfies the condition 0 <α≤β / 2, where β is an angle whose value is equal to the average surface inclination angle d the poverty line of the vessel, at least in the aft end to the plane of the contour of the waterline of the vessel, at least on an inclined section of the bottom, located below the level of the point of intersection of the rotary axis of the main propulsion system with the axis of the thrust vector of the propulsion device.

A multipurpose dry cargo vessel may contain at least two rotary main propulsion systems located at one end of the vessel, in which the bottom is made with an inclined surface, and each main propulsion system can be independently rotated at angles that allow the vessel to rotate in any side or change of direction of the motion vector to the opposite.

The main propulsion system can be equipped with at least one electric motor, and the propulsion device of the main propulsion system is bladed in the form of a propeller, mainly of a reversing type.

The propeller in the position in front of or behind the rotary axis of the main propulsion system can be tilted down by the axis of the thrust vector downward towards the slope of the bottom surface of the aft end with the possibility of creating traction that enables the vessel to move the stern end forward, and in the position behind or in front of the rotary axis of the main engine thrust vector can be located mainly parallel to the plane of the contour of the waterline with the ability to provide traction for the vessel to move the bow forward.

The stern and fore ends of the vessel may contain inclined ice surfaces.

The vessel may contain at least one rotary main propulsion system in the aft end and one rotary main propulsion system in the bow.

At least over most of the length of the cargo hold compartment, the vessel can be made with double sides, consisting of internal and external sides, the internal of which can be structurally and functionally combined with at least one longitudinal bulkhead facing the board, at least one cargo hold.

The double side can be divided by watertight bulkheads into airtight compartments, at least some of which, located in the lower half of the height of the double side, can form ballast tanks, and passage corridors are made in most of the length of the double side in its upper half.

At least, the main structural elements of the hull and superstructure can be completely welded from steel, and the hull of the vessel is made with ice reinforcements of the structures of the outer sides in areas of direct direct impact of ice loads, including intermediate frames made of rolled half-bulb profile, an intermediate platform, diaphragm and bearing stringers from a welded predominantly T-profile.

The double bottom can be divided by watertight bulkheads into airtight compartments, at least most of which can form ballast tanks up to 1 m high.

The hatch covers of the holds can be made of a transformable type, for example, hinged or folding with sliding when opening or closing the hatch.

The watertightness of the hatch covers can be ensured by an elastic seal made of closed-porous material, for example rubber, placed around the perimeter of the hatch and at the joints of the sections of the hatch covers and distributed at least along the perimeter of the hatch with quick-release zareiks.

Cargo holds may be intended for transportation of general cargo, round timber, packaged goods, including long materials, such as timber; bulk cargo, such as wood chips, coal, fertilizers; packaged goods, including those transported in containers of the international ISO standard, and can be provided with at least two electro-hydraulic cranes mounted on the vessel with a lifting capacity corresponding to the maximum estimated weight of one container loaded under the permissible load, for example, the international ISO standard.

Ship devices may include an anchor device, mooring and towing and boat devices with outboard and internal gangways, rescue equipment.

The vessel can be equipped with life support systems for the crew, maintenance of environmental comfort in residential, general use and other premises, as well as fire-fighting systems and systems that ensure the prevention of environmental degradation.

The technical result of the present invention is to expand the navigation area of a multi-purpose dry cargo vessel by providing the possibility of sailing on ice-covered water areas, increasing the cost-effectiveness and driving performance of a multi-purpose dry cargo vessel of ice class in an ice-covered water area by optimizing propulsion location characteristics and, accordingly, optimization the vector of water flow directed from the propulsion device mainly parallel to the bottom surface, which ensures lower Friction resistance against the hull. Optimization of the ice break process due to optimally selected angles of placement of the main propulsion system and propulsion system when the vessel moves mainly with the feed end forward does not decrease the characteristics of the vessel when it moves in open water, mainly with the forward end also helps to increase the economy and efficiency of the ship's driving performance.

The implementation of the propulsion unit with a rotary axis deviated from the vertical by an angle from close to zero to half the average angle of inclination of the surface of the bottom of the vessel to the plane of the contour of the waterline of the vessel simultaneously with the axis of the thrust vector of the propulsion device deviated by the same angle provides the indicated technical result by changing the thrust vector propulsion by rotating the propulsion unit around its pivot axis.

Also, the technical result achieved by the invention is to reduce material consumption and weight while increasing the survivability and longevity of the vessel by performing coaming on the vessel, framing on top of the corresponding bulkheads of the holds and forming at least two longitudinal beams that increase the overall bending strength of the vessel and compensates the inevitable weakening of the bearing capacity of the upper deck by the openings of cargo holds.

The invention is illustrated by drawings, where:

figure 1 - multipurpose dry cargo vessel of ice navigation, side view with partial cutaways;

figure 2 is a schematic representation of the stern end of the vessel in the position of the main propulsion system, designed for the movement of the vessel, mainly with the fore end forward;

figure 3 - the same, in the position of the main propulsion system, designed for the movement of the vessel, mainly with the feed end forward;

figure 4 - fragments of the double side and double bottom of the vessel in cross section in the cargo hold compartment.

A multi-purpose dry cargo ice navigation vessel comprises a hull 1 with bow and stern ends 2 and 3, respectively, with sides 4 made with ice reinforcements (not shown in the drawings), a double bottom 5, including a second bottom 6 and bottom 7, cargo holds 8 and top deck 9. The vessel also includes a superstructure 10 and engine room (not shown in the drawings), cargo equipment 11, ship devices and systems, and two rotary main propulsion systems 12 with movers 13.

The bottom 7 in the aft end 3 is made with an inclined surface 14.

Cargo holds 8 are limited by longitudinal 15 and transverse 16 bulkheads and are equipped with a bottom 17 coinciding with the second bottom 7 of the vessel, as well as hatches 18 and multi-section waterproof hatch covers 19 with hydraulic drives (not shown), located outside the light of the hatch 18, and form aggregate cargo hold compartment 20 with a total length of more than half the length and the greatest width of more than three quarters of the largest width of the vessel.

The hatch covers 19 of the holds 8 are made of a transformable type, folding with sliding when opening or closing the hatch 18.

For clarity, the image shown in figure 1 shows the hatch in the folded and unfolded position, and also shows the possible location of the cargo on the hatch closures and on the upper deck in the area of cargo holds.

The watertightness of the hatch covers 19 is ensured by an elastic seal (not shown in the drawings) made of closed-porous material - rubber, placed around the perimeter of the hatch 18 and at the joints of sections (not shown in the drawings) of the hatch covers 19 and quick-release plugs distributed around the perimeter of the hatch (not shown conventionally in the drawings )

The upper ends of the bulkheads 15 and 16 of the holds 8 are supplemented with coaming 21 made over the upper deck 9, forming two longitudinal beams 22.

The rotary axis 23 of the main propulsion system 12 is made deviated from the vertical 24 in a plane parallel to the ship’s diametrical plane by an angle α equal to 10 °. The axis 25 of the thrust vector of the propulsion device of the main propulsion system 12 is also deviated by an angle α from the normal 26 to the rotary axis 23 of the main propulsion system 12.

The value of the average angle β of the inclination of the surface 14 of the bottom of the vessel 6 in the aft end 3 to the plane 27 of the contour of the waterline of the vessel on the inclined section of the bottom 6 located below the level of the intersection point of the rotary axis 23 of the main propulsion system 12 with the axis 25 of the propulsion thrust vector is 20 °.

The angle α satisfies the condition 0 <α≤β / 2 and is equal to half the angle β.

In figure 1, the angle β is shown between the inclined surface of the bottom in the aft end and a plane parallel to the plane of the contour of the waterline of the vessel.

A multi-purpose dry cargo vessel comprises two rotary main propulsion units 12 located at one end of the stern vessel. Each main propulsion system 12 is made with the possibility of autonomous rotation by angles, providing turns of the vessel in any direction or reversing the direction of the motion vector.

Each main propulsion system 12 is equipped with one electric motor (not shown conditionally in the drawings), and the propulsor 13 of each main propulsion system 12 is made of a blade in the form of a propeller 28 of a reversible type.

The propeller 28 in the position in front of or behind the rotary axis 23 of the main engine 12 is tilted by the axis of the thrust vector 25 downward towards the inclination of the surface 14 of the bottom 6 of the aft end 3 with the possibility of creating a thrust that allows the vessel to move the aft end 3 forward, and in the position behind or in front the rotary axis 23 of the main propulsion system 12, the thrust vector axis 25 is located mainly parallel to the plane 27 of the waterline with the possibility of providing thrust for the vessel to move forward with the fore tip 2.

For most of the length of the cargo hold compartment 20, the vessel is made with double sides 4, consisting of an inner 29 and an outer 30 sides. The inner side 29 is structurally and functionally combined with the longitudinal bulkheads 15 of the cargo holds 8 facing the board 4.

The double side 4 is divided by watertight bulkheads 31 into sealed compartments 32, some of which, located in the lower half of the height of the double side 4, form ballast tanks 33, and for most of the length of the double side 4, passage corridors 34 are made in its upper half.

The main structural elements of the hull 1 and the superstructure 10 are completely welded from steel, and the hull 1 of the vessel is made with ice reinforcements (not shown in the drawings) of the structures of the outer sides 30 in areas of possible direct impact of ice loads, including intermediate frames (not shown shown) from a rolled half-bulb profile, an intermediate platform (not shown in the drawings), a diaphragm (not shown) and bearing stringers (not shown) from a mainly welded T-section.

The double bottom 5 is divided by watertight bulkheads 35 into airtight compartments 36, most of which form ballast tanks 37 up to 1 m high.

Cargo holds 8 are intended for the transportation of general cargo, round timber, packaged goods, including long materials, such as timber; bulk cargo, such as wood chips, coal, fertilizers; packaged goods, including transported in containers 38 of the international standard ISO. Loading and unloading operations in cargo holds 8 are provided by cargo equipment 12 - two electro-hydraulic cranes mounted on the vessel with a lifting capacity corresponding to the maximum rated weight of one container loaded under the permissible load of the international standard ISO.

Ship devices include an anchor device 39, a mooring and towing device (not shown in the drawings) and a boat device 40, outboard and internal ladders (not shown in the drawings), rescue equipment (not shown).

The vessel is equipped with crew life support systems (not shown), environmental comfort in residential, general use and other premises, as well as fire systems (not shown conventionally in the drawings) and systems that prevent environmental degradation (not shown).

Claims (15)

1. A multi-purpose dry cargo vessel of ice navigation, characterized in that it contains a hull with bow and stern ends, with sides made with ice reinforcements, a double bottom including a second bottom and bottom, and the bottom, at least in the stern end, is made with inclined surface, with cargo holds, upper deck and includes a superstructure and engine room, cargo equipment, ship devices and systems and at least one rotary main propulsion system with a propulsion device, and Holds are limited by longitudinal and transverse bulkheads and are provided with a bottom that at least partially coincides with the second bottom of the vessel, as well as hatches and multi-section waterproof hatch covers, preferably with hydraulic drives located outside the hatch light, and together form a cargo hold compartment with a total length not less than half the length and the greatest width of not less than three quarters of the greatest width of the vessel, and the upper ends, at least part of the bulkheads of the holds complemented by on the open deck, coamings forming at least two longitudinal beams, in addition, the rotary axis of the main propulsion system is made deviated from the vertical in the vessel’s diametric or parallel plane by an angle α, and the axis of the thrust vector of the propulsion system of the main propulsion system is also deflected by an angle α from the normal to the rotary axis of the main propulsion system, while the angle α satisfies the condition 0 <α≤β / 2, where β is the angle whose value is equal to the average angle of inclination of the surface of the bottom of the vessel, at least in the stern second extremity to the waterline plane contour vessel, at least on the inclined bottom portion located below the level of the point of intersection of the pivot axis with the main propulsion thrust vector propulsor axis. 2. The multi-purpose dry cargo vessel according to claim 1, characterized in that it contains at least two rotary main propulsion systems located at one end of the vessel, in which the bottom is made with an inclined surface, and each main propulsion system is made with the possibility of autonomous turning at angles that ensure the vessel turns in any direction or reverses the direction of the motion vector. 3. The multipurpose dry cargo vessel according to claim 1, characterized in that the main propulsion system is equipped with at least one electric motor, and the propulsion of the main propulsion system is made of a blade in the form of a propeller of a predominantly reversible type. 4. The multipurpose dry cargo vessel according to claim 3, characterized in that the propeller in the position in front of or behind the rotary axis of the main propulsion system is tilted by the axis of the thrust vector downward towards the inclination of the surface of the bottom of the aft end with the possibility of creating thrust that allows the vessel to move the aft end forward, and in the position behind or in front of the rotary axis of the main propulsion system, the axis of the thrust vector is predominantly parallel to the plane of the waterline contour with the possibility of providing thrust for the vessel nasal tip forward. 5. The multi-purpose dry cargo vessel according to claim 1, characterized in that the aft and fore ends of the vessel contain inclined ice surfaces. 6. The multi-purpose dry cargo vessel according to claim 5, characterized in that it comprises at least one rotary main propulsion system in the aft end and one rotary main propulsion system in the fore end. 7. The multipurpose dry cargo vessel according to claim 1, characterized in that, at least over most of the length of the cargo hold compartment, the vessel is made with double sides, consisting of internal and external sides, the internal of which is structurally and functionally combined with at least one longitudinal bulkhead facing at least one cargo hold. 8. The multi-purpose dry cargo vessel according to claim 7, characterized in that the double side is divided by watertight bulkheads into airtight compartments, at least some of which, located in the lower half of the height of the double side, form ballast tanks, and for most of the length of the double side passage corridors are made in its upper half. 9. The multipurpose dry cargo vessel according to claim 7, characterized in that at least the main structural elements of the hull and superstructure are completely welded from steel, and the hull of the ship is made with ice reinforcements of the outer sides structures in areas of direct direct impact of ice loads, including intermediate frames from a rolled half-bulb profile, an intermediate platform, a diaphragm and bearing stringers from a welded mainly T-profile. 10. The multi-purpose dry cargo vessel according to claim 1, characterized in that the double bottom is divided by watertight bulkheads into airtight compartments, at least most of which form ballast tanks up to 1 m high. 11. The multi-purpose dry cargo vessel according to claim 1, characterized in that the hatch covers of the holds are made of a transformable type, for example, hinged or folding with sliding when opening or closing the hatch. 12. The multipurpose dry cargo vessel according to claim 1, characterized in that the watertightness of the hatch closures is ensured by an elastic seal of closed-porous material, for example rubber, placed around the hatch and at the joints of the hatch sections, and distributed at least along the hatch perimeter . 13. The multi-purpose dry cargo vessel according to claim 1, characterized in that the cargo holds are intended for the transportation of general cargo, round timber, packaged, including lengthy materials, such as timber; bulk cargo, such as wood chips, coal, fertilizers; packaged goods, including those transported in containers of the international standard ISO, and provided with at least two electro-hydraulic cranes mounted on the vessel with a lifting capacity corresponding to the maximum estimated weight of one container loaded under the permissible load, for example, the international standard ISO. 14. The multi-purpose dry cargo vessel according to claim 1, characterized in that the ship’s devices include an anchor device, mooring-towing and boat devices, outboard and internal ladders, life-saving appliances. 15. The multi-purpose dry cargo vessel according to claim 1, characterized in that the vessel is equipped with crew life support systems, maintaining environmental comfort in residential, general use and other premises, as well as fire fighting systems and systems that prevent the deterioration of the ecological cleanliness of the environment.

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