RU2392177C1 - Pitch-driven ship and pitch drive propulsor - Google Patents

Abstract

FIELD: transport. ^ SUBSTANCE: pitch-driven ship is a ship exploiting pitch energy to drive it at sufficient water heaving. Pitch-driven propulsor comprises elasto-vibrating wing that makes a propulsion generator. Said wing oscillates when ship hull pitches and is fitted on stream-lined posts-holders arranged below ship hull at preset depth. Water heaving at said depth can be considered zero, not decreasing the difference in vertical velocities of the wing and water (wing propulsion varies with square difference). To reach maximum wing propulsion, proposed propulsor is arranged nearby ship edge. Effect of separate wing increases if propulsor is mounted on every edge of the ship. Note that, in this case, propulsion and alternating acceleration are smoothed. Pitch-driven propulsor design is distinguished for by the number of posts-holders, i.e. one or two, and propulsor can be made lifting, rotary or fixed. Also there can be retractable wing extensions and wings can be made folding. Note that wing halves can vibrate independently. Proposed ship is with furnished with two pitch-driven propulsors. Flat horizontal flaps can be arranged on ship edges, nearby deadline, and screw propellers can be used in low heaving conditions. ^ EFFECT: increased range and speed, reduced fuel consumption. ^ 8 cl, 27 dwg

Description

1. The technical field to which the invention relates.

The invention relates to water transport that uses wave energy to move and supply onboard consumers. It affects such areas of technology as shipping and shipbuilding, energy conservation, the ecology of the seas and oceans, fishing, tourism and sports. In addition, the development of wave energy opens up great prospects for marine and ocean environmentally friendly resettlement of people away from land.

Recall that the main consumers of high-quality propulsion can now be ordinary ships and, rather, not new, but old, morally obsolete, but which are still a pity to send for scrap. The propeller of such a vessel receives a good helper, capable of not only adding power, but also effectively replacing it, especially in favorable cases, i.e. with the real manifestation by the element of its "character". As a result, this vessel, with minor reconstruction, can extend its service life as a quality ship, saving 30-40% of its fuel and time, and increasing its autonomy and range as much. Such a vessel, with proper preparation, should not wait for the stormy weather in a quiet harbor, but can safely go on a flight.

And finally, the quality of the quality drive mover of quality ships, which is becoming very important at the global level, is the complete absence of carbon dioxide emissions into the atmosphere, the main factor that worsens the Earth’s ecology.

2. The prior art.

Unfortunately, there are no ships in life yet that are driven by the translational force of the wave. There are only patents for wave propulsion and copyright models of quality ships, demonstrating the truly unlimited capabilities of devices that give the vessel movement and power to its consumers through the use of sea waves. Among the patents it should be noted the patents of Russian inventors of wave propulsion Senkin Yu.F., Nikolaev MN, Savitsky A.I. and others [2-6].

They managed to attract the attention of engineers to this interesting nascent direction of domestic shipbuilding - the use of wave energy for the movement of a ship. Vessels that use wave energy to create or increase their thrust are called waveguides, and the converters of wave energy into thrust are called wing propellers.

A serious drawback of waveguides, in my opinion, is that they use only the part that is covered by the area of the elastic-vibrational wing out of all the wave energy perceived by the hull of the vessel on the water surface. Moreover, the amount of energy perceived by the wing is proportional to the square of the difference in the velocities of the water masses of the wave and the wing itself. Together with the swinging body, the wing largely repeats the vertical movement of the waves, and, therefore, this difference in movements is much less in speed of the actual vertical wave motion of water masses.

Improving the efficiency of the wing was obtained here by increasing its area and increasing the vertical component of its speed relative to the masses of water and also by applying to it all the energy of the ship’s hull, which he receives from the waves throughout the entire waterline. To do this, place the wing in a relatively calm water column and at the same time not so deep as not to violate the other characteristics of the vessel. The depth of immersion of the wing should be justified.

3. Disclosure of the invention.

3.1. Distinctive features of the ship and the depth of the wing.

In contrast to the inventions of Yu.F. Senkin, using the direct interaction of the wing and the wave motion of water masses, the high-quality propulsion system presented here organizes the interaction of wings swung by the hull with slow-moving definitely deep bodies of water. For this, in addition to the incoming component of the movement, the wing receives pulses of vertical movement from the oscillating vessel, which are communicated to them through the vertically lowered streamlined racks-knives supporting the wing at a given depth. Vessels using their own pitching for their forward movement, according to the emerging tradition [10-12], will be called quality ships.

Inventor Einar Jakobsen [7-9] tried to create a quality walker in the last century. He strengthened the single wing at the end of the exorbitantly low lowered vertical keel of the ship, similar to a yacht, awaiting its progress due to the pitching. However, the author's experiments showed that a vessel with such a propulsion design loses keel stability during rolling. In addition, it cannot go in cramped conditions, enter and dock at the port, because It does not have the means of cleaning or folding a bulky mover, which makes its practical use in commercial navigation unlikely.

The desire to improve the operational qualities of the quality ships proposed earlier [10-12], in the conditions of restricted and mixed navigation, and, in particular, for river fleet vessels, made the author search for new design solutions for high-quality propulsion engines that do not go out or go insignificantly in the dimensions of the vessels and differ from the solution inventor Einar Jakobsen [7-9]. Among these differences, the following are the main ones:

a) the quality manager uses not only vertical pitching, as suggested by Einar Jakobsen, but at least two types of pitching - keel and vertical; in the case of autonomy of the elastic vibrations of the wing halves, the roll energy is also used;

b) the quality ship contains not one but two wings - each at its tip, which ensures keel stability of the vessel and smooths the impulses of the thrust generated by the wings;

c) a quality drive mover can have one or two movable or fixed racks, the former can lower the wing under water and remove it from the water if necessary;

d) each wing is lowered to the working depth at which the height of the circular motion of particles h becomes d times less than the same height ho of the movement of surface water particles (i.e. wave heights).

In the formulation of the last paragraph, we proceed from the rational justification of the ship's architecture in order to obtain the best ratio of the propulsive quality of the vessel and the dimensions of the quality drive mover.

The exponent d is called the degree of deep reduction of the wave height d = ho / h. Apparently, its value d = 10 may well suit us. According to the observations presented in [1], the wave height ho in the seas and oceans is related to their length L by the formula ho = 0.17 · L ^∧ 0.75, so that for L = 50 m it is ho = 3.2 m.

Surface waves of length L penetrate to a depth of y, decreasing along the height of circular orbits h according to the same source [1] to the value:

Dividing both sides of the equation by ho and inverting them, we obtain a wave reduction depending on the depth of immersion of the wing at wavelength L:

Where, after logarithm ln (d) = 2πy / L, we find the required (i.e. justified) depth of lowering of the wing at the desired not less value of wave reduction d, namely

We call the right factor in expression (3) the scaled wave reduction coefficient:

Then we get a working formula to justify the depth of lowering the wing:

Under the conditions of the started example (d = 10), the required immersion depth y = 7.96 · ln (5) ≈12.8 m. To achieve deep waves at a level of 10% of the surface, it is necessary (at a wavelength of 50 m) to lower the wing to a depth of 13 m, i.e. to a depth exceeding the wave height by 4 times. The reward for this is a multiple increase in the working stroke of the wing, and hence its vertical speed, leading to an increase in thrust and installation efficiency. But we, most likely, are not satisfied with the required depth of immersion of the wing by 13 m, because if the ship is small, then it becomes awkward in terms of overall limitations.

Let’s try to experience a 5-fold reduction of the waves d = 5, which is equivalent to a deep decrease in waves to a level of 20% of the surface. It corresponds to the coefficient of the relative depth of the wing k (5) = 0.146. The wing immersion depth will be y = 0.146 × 50 m = 7.23 m, i.e. exceed the wave height of only 2.2, which is quite acceptable. Overall aesthetics also will not suffer significantly if the mover is able to retract for a period of inactivity.

For a series of 8 values of the required degree of wave reduction d = (3, 4, 5, 6, 7, 8, 9, 10), we have the corresponding series of values of the coefficient of the relative depth of the wing k (d) = (0.06, 0.11, 0.15, 0.17, 0.20, 0.22, 0.24, 0.26).

Notes:

a) If the wing is under the bottom of the vessel, then the depth of the wing should be not less than the calculated by the formula (5) and not less than the total draft of the vessel and 1.5-2 sizes of the chord of the wing. The recommended relative wing span (length / chord) is 5-10.

b) All comparative calculations should be performed for a certain working wavelength, when it is sufficient to use only waves to ensure the course of the vessel. For example, this may correspond to significant waves when [1] the wavelength exceeds 18 m and the height is 1.5 m. In this case, according to the calculation, the wing should be lowered to a depth of 2.63 m.

c) With increasing wavelength, the required depth of the wing (5) increases, which may already be exhausted (for this particular ship). In this case, for wavelengths not more than 1.5–2 times the length of the vessel, there is an increase in thrust and an increase in the speed of the craft, because the wing travel provided by pitching is increased.

d) For gently sloping long waves, a high-quality propulsion device may be ineffective.

3.2. Kacheriprivodny 2-rack mover with motionless racks.

The simplest quality ship Elizaveta, satisfying overall and aesthetic requirements, is presented in Figs. 1-3 (views: lateral, frontal and bottom). It is equipped with both a conventional screw propulsion system 1 and two high-quality drive engines 2 and 3. It is also equipped with bow 4 and aft 5 visor pitching amplifiers. This is a new, albeit optional, element for quality control and is used to obtain additional pitching energy, and sometimes as a bridge for servicing quality drive motors. They are mounted on the ship’s hull in the near-surface zone and can even serve as a reinforcing element of the quality drive mover. For stiffness, amplifiers 4 and 5 are supported by stops 6, which transmit shock (i.e. energy) of the waves to the hull of the vessel 7, increasing its pitching. The vessel is operated in a regular manner, i.e. using the steering wheel 8.

The bow and stern thrusters 2 and 3 are arranged identically (Figs. 3, 4, 5). Each wing consists of a wing 9, its supporting axis 10 and struts 11, mounted on the body 7. In turn, each wing consists of: a central plane 12 and extendable extension planes 13, retracted into the central part of the wing if necessary (cramped conditions, no pitching , etc.). The lateral part of the central plane of the wing has a lever 14, which is clearly visible through the cutout in the left pillar of the nasal mover (Figure 4). This lever by an elastic element (harness or spring) 15 is connected to a pin 16 screwed into the rack 11 from its inner side.

The design of this unit should be streamlined enough, hidden in the rack itself. The site provides elastic compliance of the wing during oscillatory rotations on the axis 10 under the influence of alternating force moment of a pair of forces R || N with shoulder E arising during pitching (Figure 4). Here R is the reaction force of the propeller struts to the action of the force side N, the normal component of the vector of the resultant forces of hydrodynamic resistance to the movement of the wing relative to the masses of water. In addition, this node provides an elastic return of the wing to the zero (horizontal) position. For any forced deviations of the wing from the horizon by a certain angle, the alternating normal component N and the reaction R deviate from the vertical by the same angle (Figure 5). As a result, the thrust T is generated (as a projection of the normal force N). Changing in magnitude, it retains its sign and is always directed from the center C of the application of the normal force N to the axis of elastic oscillations of the wing 10.

Change in wing geometry, i.e. extension and cleaning of the end planes of the wing 13, is performed using remote control. To do this, from the wheelhouse or other control station to the wing, subject to the conditions of water tightness, a flexible cable 17 is fed through the strut 11 and the end face of the central part of the wing 12 (Figure 5) 17. Through it, signals about the position of the wing 9 (12) and its extenders 13, and on the wing commands are transmitted to control their position. Still on the wing can receive control signals by tightness of the elastic elements 15.

If the command comes to clean the end extensions of the wing 13 (Fig.6), then through the cable 17 it enters the submersible (capable of working underwater) drive 18, which through the bevel gear 19 rotates the double-sided screw 20. This screw has two ends, emanating from the bevel gear 19 on both sides of the wing, where they engage with the built-in nuts 21 of the wing extensions 13. Both ends of the screw and nuts to them have opposite cuts, so that with one rotation of the screw both wing extensions converge, and with the other they are removed from c center. At the same time, they, respectively, either fill the cavity 22 (cleaning extension cords), or release it.

The force of the hydrodynamic pressure on the wing and, therefore, the traction force providing propulsive power of the propulsion device is directly proportional to the effective area of the wing S. This indicates the need to increase S when the opportunity arises. But not every increase in S is effective. So, increasing the area due to the increase in the chord of the wing x (Figure 1) can even reduce the power of the propulsion device, because it is necessary to spend an increased part of the amplitude of the vertical stroke on the wing shift with an increased chord.

The installation of propulsors at the extremities of the vessel increases the amplitude of their vertical stroke and the thrust of each of them. In addition, the amplitude of the pitching itself grows due to the installation of peak pitching amplifiers in the extremities of the vessel. The presence of two high-quality propulsion engines makes uniformity in the process of formation of the total thrust, thereby smoothing the longitudinal acceleration of the craft.

3.3. Kacheriprivodny 2-rack mover with rotary racks.

In practice, the conditions of navigation are constantly changing and present their requirements for high-quality propulsion. In the case of weak excitement and moderate pitching or in its absence, it is necessary to hide the wings, minimizing their hydrodynamic resistance. The same thing must be done when sailing in cramped conditions: shallow depths, narrow fairway, port water area, etc. We denote this situation as (a).

For open swimming in conditions of effective excitement, i.e. one in which the use of propulsors is justified, it is necessary either to maximize the immersion of the traction wings during a long wave, for example, when vertical pitching predominates (situation b), or their strong breeding along the keel, for example, when pitching dominates (situation c). And if you need inspection of the wings, their preventive maintenance, adjustment, etc., when the sea is calm and you need to go on a regular mover 1, then it is better to "dry" the wings, i.e. remove from water (situation d).

These requirements are met by the design of the bow and stern 2-rack mover, which is equipped with the Svetlana ship (Figs. 7, 8, 11). Both racks 11 of the mover (Fig. 9) are hinged to the hinge each with its own shaft 23 passing in the sleeve 26 through special streamlined tides 24 perpendicular to the diametrical plane (DP) coaxially to each other. The tides 24 can slightly go beyond the dimensions of the vessel, so that with a simultaneous (required!) Turn of both racks 11, the latter do not touch the sides of the vessel. The required synchronization is ensured by the automatic synchronization of the operation of two rack drives. Here, as well as on the Elizaveta ship (Figs. 1-3), the pitching amplification visors 4 and 5 were used, but already equipped with levers 25 with the ability for sailors to sit on them for adjusting and repairing the control mechanisms of the traction wings 9.

The drive 28, when a signal is supplied from the control shaft of the shaft 23, rotates the stand 11, mounted on the shaft using external splines 27. The drive 28 transfers the movement of the shaft 23 to the worm pair 29-30 using the splines 27 on the inner end of the shaft 23. So that water cannot get in the hull of the vessel 7, the sleeve 26 is installed in the side wall of the hull deafly, and the shaft 23 in the sleeve 26 with the use of sealing rings 31 or other technologies. The fixed sleeve 26 ends externally with a block 32, through which the ring rope 33 is thrown and tightly fixed with a stud 34 (or otherwise). At the bottom of the rack 11, the ring rope 33 is thrown over the block 32, which has an cylindrical part freely rotating in the end hole of the rack 11. Thus, when the strut is rotated, the lower block 32 is rotated in this hole, remaining stationary in space, i.e. stabilized or neutral with respect to the angle of oscillation of the wing. Thus, the block 32 is stabilized by a rope 33, which is also attached to the block with another pin 34.

Since the lower block 32 is planted on the axis of the wing 10 using a spline connection 27, the entire axis 10 is stabilized. The axis experiences torsional loads from the elastic mechanism of the wing oscillations sitting on this axis. The main element of this mechanism is the strip spring 35, fixed at one end with screws 36 in the rectangular slit of the axis 10, and the other with a similar screw 36, in the slider 37, which can be moved closer or further from the axis 10 by unscrewing the screw 36. This changes the degree of elasticity strip spring 35 and, accordingly, the degree of elasticity of the oscillations of the wing. For this, the slider 37 with the strip spring 35 fixed therein is inserted into the side grooves 38 made along the edges of the rectangular cutout in the center of the wing 12 (Figure 10).

Here (Figure 10) presents the mechanism of individual extension of the extension of the wing 13, located together with the wing in the cavity of the wing 22. It consists of a bevel gear pair 39-40, driven by the drive 41. As a result, the bevel gear 39 rotates with extended a cylindrical part cut like a spur gear. A gear belt drive 42 is put on it and the wheel 43, which is why it moves itself and moves the wing extension 13 linked to it. Depending on the direction of rotation of the drive 41, the extension 13 will either move out of the central part of the wing or, on the contrary, be drawn into it. Pulling both extensions out of it in different ways, you can shift the thrust created by the wing from the PD, thereby forcing the crew to slightly maneuver. The main goal of the mechanism for extending the wing extension is to provide a symmetrical name for the geometry of the wing in accordance with the situations that arise (see the beginning of this section).

Electricity and signals for this mechanism come (Fig. 9) from the wheelhouse through the internal cable through the sealed channels in the housing 7 and the boss 24, through the sealed connectors 45, through the external cable 17, the internal cable of the rack 11, laid in its channel 44, then (Figure 10) through the sealed connectors 45 and the cable 17 connecting them to the wing 12, where its wires for wiring reach the actuator 41 and the wing status indicators. The latter are very desirable. The parameters that can be automatically measured can be: the wing oscillation angle when working in the vane mode and the actual amplitude of its oscillations, the position of the wing extenders and the position of the wing vibration elasticity adjusting unit 37. Note: The pitching amplifiers 4 and 5 can be used here not only for their intended purpose, why they are located in close proximity to the surface of the water, but also for servicing the mechanisms of the traction wing 9 (and its central part 12).

3.4. Kacheriprivodny 1-rack mover with a rotary rack.

Two such engines are equipped with a hypothetical quality control Alexa (Fig. 12 and Fig. 13). The hinged rotation mechanism of the traction wing post 9 is hidden in the boule 46 or in the aft box 48. Using it, the remote wing post 11 can be given different angular positions necessary for its effective use in different sailing and mooring conditions. Situations are similar to those described at the beginning of Section 3.3. Accordingly, the fore and aft wings, individually or together, can be installed in positions a, b, c, d.

Unlike the bow stern mover, it is mounted in the stern with the help of a special sturdy console 47, which is a continuation of the keel, away from the propeller. There the traction wing strut turning mechanism is installed, enclosed in a streamlined case 48. The difference in the location of the mover does not require structural changes in it.

Let us consider in more detail the nasal propulsion device shown in Fig. 14 when the half of the casing of the boule 46 is removed. Inside its drive 28 with its bevel gear 39 rotates the bevel gear 40 (Fig. 17), turning the wing rack 11 to the desired angular position. Next to the wheel 40 on the same axis 27 sits a wheel 32 of a smaller diameter, related to the mechanism of horizontal stabilization of the axis of elastic oscillations of the wing. It is mounted stationary on the axis 27, fixed in the casing of the fairing 48, mounted by the console 47 on the ship's hull. Thus, the wheel 32 is stationary relative to the vessel. And, when the bevel wheel 29, driven by the drive 28, is rotated together with the strut 11, the wheel 32 holds the other same wheel 32 at the end of the strut with the help of the rack 49, which engages with both wheels simultaneously. Thereby, the angular position of the axis of oscillation of the traction wing 10 is kept fixed, since the end wheel 32 is held thereon without turning.

Note that the rack 49 is constantly pressed against the gears 32 by the rollers 50. The rack and pinion mechanism for stabilizing the axis of elastic oscillations of the wing 10 is used here as another variation of it following the cable (Fig. 9). But this mechanism did not allow combining both sides of the wing into one single wing, because the end of the rack 49 protrudes beyond the dimensions of the wheel 32 and, when the strut 11 is rotated, can dissect the estimated junction of both wing halves. However, this made it possible to control the elasticity of vibrations of each of the wing halves autonomously.

Consider the right half of the wing (Fig.16). The common axis of oscillation 10 enters this half with a lock bearing 51, which holds it securely and thereby provides free rotation of the wing on the axis. At the same time, the axis protrudes from the bearing and enters the cylindrical cavity of the wing, where it clamps the strip torsion spring 53 with the end slot and screw 52. In the middle, the spring is fixed by the screw of the slider 54, which connects it to the wing by means of longitudinal grooves 55. By adjusting the position of the slider 54 in the longitudinal the wing cavity through the access slot (not shown), you can give the required elasticity of the oscillations of the wing to ensure its greatest performance in the given swimming conditions. When setting up, the propulsion device must be set to position d, in which the sailor, being on the visor of the pitching amplifier 4 or 5, is able to achieve the mechanism for adjusting the elasticity of the wing oscillations (slider and screw 54) and perform tuning.

In operating positions (b, c), the wing deploys extensions 13, which in the other two positions (a, d) are folded on hinges 55 (Figs. 16, 13) that hold them on the central part of the wing 12. The operation of changing the geometry of the wing is performed by the actuator 41 , a bevel gear pair 40, a worm 29 and a worm gear 30, which is part of the wing extension 13 (the unused portion of the gear circle is welded to the extension body). The wheel 30 is clamped on the pivot axis 55 of the extension 13 between a pair of discs (fork) 56, which is a hinge protruding at the corner of the central part of the wing.

The position of the extension cord is controlled remotely from the wheelhouse through a waterproof communication cable, stretched in the same way as it was done for the Svetlana ship (Figs. 9, 10). In the event of a failure or for other reasons, this can be done manually at the moment when the wing is in position d.

3.5. Kacheriprivodny 1-rack mover with a motionless rack.

The kacheriprivodny mover with a rigid architecture (Fig. 18, 19, 20) will contain only one movable element - this is the traction wing 9, which is able to oscillate elastically around the axis 10, held in the sleeve 56, for which the bearings 57 and the strip spring 35, mounted in the slots holder 58, welded to the sleeve 56. Because of this, it acts as an elastic console and keeps the wing 9 from free rotation through a slider 37, coupled with the guides 38 in the Central slot made across the wing. The slider can be displaced along the spring and the slots, which allows you to properly adjust the elasticity of the wing, adjusting it to the appropriate power of the waves in order to obtain maximum average thrust of the propulsion. Experiments with models show that the lack of adjustment of the elasticity of the wing may discredit the very idea of a quality drive propulsion.

If the vessel is small and travels in areas of small and medium waves, and also moors to berths with sufficient depth, then the propulsion option with a fixed stand is not only acceptable, but also very economical. In this case, it should be equipped with a reliable mechanism for remote adjustment of the elasticity of wing oscillations.

3.6. Kacherivodny mover with a sliding stand and a folding wing.

The mover consists (Fig.21, 22, 23) of a vertical rail 59, mounted to the hull at the points of contact and with the help of consoles 6 length, fitted in place. A rack 11 with a [■] -shaped section profile, put on a rail 59 with its bifurcated rib, slides and lowers along the rail to a recess Z below the bottom with a rope 33 thrown for this through block 32. The rack consists of two parallel box-shaped strips facing to each other, but not in contact with the edges. To do this, the cavity between them is intermittently filled with plates separating their edges from each other, but holding the stripes together, forming a rack. Between the plates (Fig. 26), a section of the rack 11 is visible with the stripe removed: on the axles 67 perpendicular to the strips, gears 71 are installed inside the cavity of the rack. The edges of the strips 70, like forked ribs, the rack covers the rail 59 on one side and the guide on the other the rib of the carriage 60. Both the rail 59 and the rib of the carriage 60 have guide grooves 69, which include the curving edges of the strips 70, so that all three members of the slide are inextricably linked.

The rail and the carriage rib have their own longitudinal gear cutting. Being ribs inside the rack 11, they engage with the gears of the rack. When it moves along the rail 59, the carriage 60 overtakes the rack, because the gears 71 rotate and further advance the carriage 60 forward or backward in the direction of travel of the rack. Using this feature, we make the carriage unfold or fold the halves of the traction wing 9. To do this, they are fixed at the bottom of the strut by hinges 68 using the transverse axes 62 welded to the axes of oscillation of the wing halves 10. In addition (Figs. 23, 24), these axes and the carriage 60 is connected by spacers 61 attached to the base of the carriage and to the axis of oscillation of the wing 10 using transverse hinges 63.

When the wing 9 is opened, the strut 11 is lowered by the rope 33 to the stop, if the electromagnetic latch 66 is on, i.e. its core is removed from the rack path. In this case, the rack 11 slides along the rail 59 until it touches its limiter 65 of the stop 72 located at the end of the rail. As soon as the touch occurs, the electrical winding of the latch is de-energized and the latch is activated, closing the limiter 65 and, accordingly, the entire rack 11 backward stroke. Now nothing interferes with the operation of the high-quality propulsion. It is assumed that the necessary settings for the elasticity of the oscillations of the wing halves are made when the wing was still in the folded state, in which (Fig.24) the strip springs 35 are available for adjustment. Each is fixed at one end in the slit of the axis of elastic vibrations 10, the other in the slider 37 installed in the slit 38 from the wing end (Fig. 25) and holding the corresponding half of the wing from free vibrations on the axis 10.

The mover is characterized by a significant simplification of control due to the use of a two-sided gear transmission, which provides automatic deepening and unfolding of the traction wing halves of the mover when it is lowered and, conversely, folding and removing from depth when it is raised.

4. A brief description of the drawings and symbols.

4.1. Blueprints.

Figure 1-3. Kachehodhod Elizaveta in three types: side, front and bottom. Traction elastic-vibrational wings are installed under the body of the ship at a design depth near the uprights. The cache-walker has visor pitching amplifiers mounted on its extremities.

Figure 4-5. Bow and stern high-quality propulsion engines on an enlarged scale. Scheme of the main forces acting during pitching.

6. Traction elastic-vibrational wing in the context, explaining how it moves apart in order to increase its working area. The electric drive of a double-sided screw is shown, which shifts and extends wing extensions (lateral movable planes) located in its cavity during the cruise of the power ship in the absence of pitching or in cramped conditions.

7. Kachehod Walker Svetlana with 2-rack-mount quality drive engines with swivel racks, each capable of being in 4 characteristic positions: a - standby, c - main working, c - additional working, d - drying. Front view, see figure 11.

Fig. 8. The bow of the ship (top view). Shown: pitching amplification visor (tinted), nasal quality drive propulsion in operating position b, possible displacements.

Fig.9. The mechanism for installing the traction wing in various functional positions and the stabilization mechanism of the shaft of the elastic vibrations of the wing in a horizontal position. A view along section BB is shown in FIG. 10.

Figure 10. A truncated top view of the wing in section BB, indicated in Fig.9. The mechanism for adjusting the degree of elasticity of wing oscillations and the mechanism for remote dilution of wing extensions are shown.

11. A front view of the Svetlana mover, shown in FIG. 7.

Fig. 12. Alexa kachehod with 1-rack movers, capable of being in 4 positions: a - standby, b - main working, c - additional working, d - drying.

Fig.13. Front view of the Alexa ship. The mechanism for changing the traction wing of the position fit into the boule, where the gear and the horizontal stabilization rail of axis 10 are located.

Fig.14. The bow 1-rack-mount high-quality propulsion mover on a hinge in the boule with the cover removed, under which the rotation mechanism of the wing-holder-stand is located. In a rack having a technological fold, a cut is made to demonstrate the position of the rack of the horizontal stabilization mechanism of axis 10.

Fig.15. Aft quality drive mover with articulated rack rotation mechanism located in a streamlined case. In the middle of the case is a section AA, the contents of which are shown in Fig.17. At the end of the rack is a pair of traction wings.

Fig.16. A pair of traction wings on their common shaft for elastic vibrations. The left wing is truncated, and the right one is revealed by a partial cutout, covering the entire central section and part of the extension section. The latter is pivotally mounted on the central section for the purpose of possible 180 ° rotation and setting the end to end to extend the wing or, conversely, folding it all the way with the edges with the central section.

Fig.17. The rotation mechanism of the rack of a pair of traction wings, placed in a streamlined case, the upper part of the casing of which is cut according to the marking AA Fig. 15.

Fig. 18, 19. Diana cache-walker with the simplest quality drive motors that are rigidly mounted (their racks are welded) at the beginning and end of the keel. Side and front views.

Fig.20. View of the wing of the ship Diana from the bottom (arrow A from Fig. 18). The cutout shows the mechanism for ensuring the elasticity of the oscillations of the traction wing.

Fig.21. A side view of the bow retrievable quality drive mover with the opening mechanism (half) of the traction wing, folding according to the "butterfly" scheme.

Fig.22. A side view of the stern retractable quality drive mover with the opening mechanism (half) of the traction wing, folding according to the "butterfly" pattern.

Fig.23. Front view of the nasal retrievable quality drive mover with the opening mechanism (half) of the traction wing, folding according to the "butterfly" pattern.

Fig.24. A bottom view of the traction wing, folding according to the “butterfly” scheme and having an individual mechanism for adjusting the vibration elasticity for each half.

Fig.25. Side view of a traction wing with a tense spring of elastic vibrations of the left half of the wing.

Fig.26. A slice of the node A (Fig.21) of the lowering and opening mechanism of the traction wing of the bow retrievable quality drive mover.

Fig.27. A side view of the quality ship in the state in which it removed from the depths and folded its traction wing according to the “butterfly” scheme, i.e. to the position of minimum interference for motor operation.

4.2. Numerical designations.

1 - screw 25 - leer 49 - gear rack 2 - nose. qual. mover 26 - sleeve 50 - pinch roller, 3 - feed. qual. mover 27 - slots, 51 - lock bearing 4 - visor pitching amplifier, 28 - drive 52 - screw 5 - visor pitching amplifier, 29 - a worm 53 - torsion spring, 6 - console, stiffener, 30 - a worm wheel, 54 - slider 7 - the hull of the vessel, 31 - sealing ring, 55 - hinge, 8 - steering wheel 32 - block, gear 56 - sleeve 9 - wing 33 - rope 57 - bearing 10 - axis of oscillation of the wing, 34 - stud, clamp, 58 - spring holder, 11 - stand, wing holder, 35 - strip spring, 59 - rail with gear rack 12 - the Central part of the wing, 36 - mounting screw, 60 - spacer carriage, 13 - wing extension, 37 - slider 61 - wing spacer 14 - lever 38 - side groove, 62 - axis of addition of the wing, 15 - spring, 39 - bevel gear, 63 - hinge, 16 - pin 40 - bevel gear, 64 - spacer sleeve 17 - flexible cable 41 - drive 65 - rack limiter, 18 - drive 42 - a gear belt, 66 is an electromagnet, 19 - bevel gear 43 - gear 67 - the axis of the gear, 20 - fixing screw, 44 - channel for cable 68 - hinge folding wings 21 - built-in nut, 45 - sealed connector 69 - guide groove, 22 - wing cavity, 46 - bul 70 - snake, 23 - hinge shaft, 47 - console 71 - gear 24 - tide (boss), 48 - fairing 72 - emphasis of deepening.

5. The implementation of the invention.

Implementation of the invention is possible when creating a new vessel and modernizing an existing one, as well as during the restoration of a decommissioned vessel that can remain afloat and retain at least some progress in order to ensure the maneuverability of the vessel in cramped conditions. The bottom line is that the quality ship created after modernization or restoration should use the quality drive propulsion system as a marching, i.e. at the main crossings by sea. The ship must catch the excitement of the sea in order to go. Rescue vessels are the main contenders for turning into quality ships by equipping them with high-quality propulsive propulsors. The second in line are the patrol service vessels and the fishing fleet, then the commercial vessels for various purposes and the mixed navigation vessels of the river fleet.

Since the length of the vessel affects its ability to roll, the recommended sizes of quality ships are correlated with the prevailing wave sizes for this navigation area. It seems to the author that for the efficient use of high-quality propulsion, the relative wavelength should be in the range from 0.3 to 2 ship lengths.

The production of high-quality propulsion engines can be unified and put on stream, as it practically does not affect the architecture of the vessel and its technical equipment. With the prepared technology and the previously completed project for the modernization of the vessel, the installation of a pair of high-quality propulsion engines on it can take no more than one or two days.

The production of the highest quality propulsion is available not only to a reputable engineering company, but also to a small ship repair enterprise. The success is ensured by the high economic efficiency of the mover and a noticeable improvement in the surrounding environmental situation, on the one hand, and on the other, an improvement in the habitability of the vessel, which has become a quality ship. Oddly enough, but the quality ship pumps less than an ordinary vessel. The reason is to reduce real pitching, because the vertical and keel types of pitching are converted by the quality walker into translational motion, and the lateral pitching is sharply reduced due to the damping effect of the struts. In addition, noise and any pollution of water and air practically disappear. Those. we are dealing with an environmentally friendly propulsion. In other words, from whatever direction you look, only the pluses are visible.

Bibliography

1. The dynamics of underwater towed systems. St. Petersburg: Shipbuilding, 1995.

2. Senkin Yu.F. Ship wave propulsion. Auth. testimonial. SU 3628538 / 27-11, B63, 08/04/83.

3. Senkin Yu.F. Wave propulsion of the ship. Auth. testimonial. SU 3971501 / 27-11, B63, 04.11.85.

4. Vasily Fatigarov. The ship moves with the energy of the waves. Newspaper "Red Star", 96.

5. Nikolaev M.N., Savitsky A.I., Senkin Yu.F. The basics of calculating the effectiveness of a ship wave propulsion wing type. Shipbuilding, No. 4, 95.

6. Senkin. Yu.F. Ship wave propulsion. Auth. testimonial. No. 3628538 / 27-11, B63, 08/04/83.

7. Einar Jacobsen (Norway). Wave propulsion of ships. Pat. No. 946396, M. cl. B63H 1/36, 11.11.77.

8. Einar Jakobsen. Wave motors. US Pat. No. 4.332.571, Int. class B63H 1/30, B63H 5/00, 01/01/82.

9. Einar Jakobsen. Wave motor, especially for propulsion of boats. US Pat. No. 4.371.347, Feb. 1, 83.

10. V. Gorshkov. Rocking ship propulsion and the rocking propelled ship. US Pat. No. 6,099,368. Aug. 8, 2000.

11. V. Gorshkov. Power floating production and ship propulsion supported by gyroscope and energized by seas. US Pat. No. 6,561,856. May 13, 2003.

12. V. Gorshkov. Wave powered cycling anchoring itinerant ship propulsion system. US Pub. No. 0220027-A1. Nov.27, 2003.

Claims (8)

1. A ship-quality propulsive propulsion device that gives the ship a turn due to the pumping energy and is attached to the hull of the vessel in the region of its tip by a rigid connection so that its traction elastic-oscillating wing is lower than the calculated depth and below the bottom of the vessel by one chord of the wing, and the axis of its oscillations is oriented transversely diametrical plane; the wing oscillates elastically around the axis under the action of the hydrodynamic drag force (GHS) experienced by the wing during pitching, transmitted by the hull of the vessel to the wing axis through the rigid connection between them; the presence of an eccentricity between the axis of wing oscillation and the center of application of the vector of the normal GHS component to it causes the joint tilts of the wing and this vector, accompanied by the appearance of a horizontal projection of the vector, which is the thrust of the mover, variable in magnitude, but unchanged in direction, towards the axis of wing oscillations. 2. The kacheriprivodny mover according to claim 1, characterized in that its wing can, in working condition, be extended by withdrawing flat extenders to the sides and shortened inoperative, by returning them to their original position; both operations are performed by a drive integrated in the wing and controlled remotely. 3. The kacheriprivodny mover according to claim 1, characterized in that the rigid connection with the hull, holding the wing at the required depth, is made in the form of a vertical fixed rail mounted on the tip of the vessel, and a stand, which is inseparably mounted on it with a forked rib and sliding on it to the desired height using the rope of the onboard winch; a traction wing is strengthened at the bottom of the strut, half of which have their own cantilever axis of oscillation, symmetrically attached to the strut with hinges so that these axes cannot rotate, but can be folded by a butterfly and hinged together with the wing halves in rest and work states "; in the “working” state, each half of the wing is able to oscillate elastically on the cantilever axis, holding onto it from free rotation by a strip spring mounted on the ends of the cantilever axis and half of the wing ending in one plane; in order to transfer the wing from the “rest” state to the “work” state, and vice versa, the wing post is moved along a fixed rail and then the carriage, inserted inseparably with its guiding edge-rail inside the second forked leg of the rack, moves along it; for such a movement to occur, along the core of the rack in circular grooves on the transverse axes and at equal distances, equal gear wheels are installed that mesh simultaneously with the fixed rail and the carriage rail, for which both rails on the rack side have a gear cut of the same module as the wheels; to fold the wing halves and give them the necessary rigidity and strength, the carriage is connected to them by symmetrical struts, for which hinges are used at the joints; to fix the wing in working condition, the stand is lowered by a rope down under the water, where, reaching the stop at the end of the rail, it pushes the latch and snaps it; applying voltage to the latch electromagnet, it is diverted from the rack and then the rack is lifted by the same rope along the rail from the depth, translating the mover into the “rest” state. 4. The kacheriprivodny mover according to claim 2, characterized in that the rigid connection holding the traction wing at the required depth is carried out in the center of the oscillation axis and is represented by a vertical strut covering the axis using the end sleeve; elasticity is given to the wing oscillations by a strip spring, clamped motionlessly at one end in the slit of the said sleeve, and the second on the wing with the help of a slider, which is shifted while adjusting the spring elasticity along the guides made at the edges of the transverse central slot of the wing. 5. Ship quality drive propulsion device according to claim 2, characterized in that the rigid connection holding the traction wing at the required depth is carried out at the two extreme points of the axis of the elastic oscillations of the wing by a pair of vertical struts rigidly attached in the area of the end of the vessel (along the sides, cheekbones or bottom) ); the elasticity of the wing oscillations is ensured by the elasticity of its additional connections with the uprights, each made with the help of a lever emanating from the wing upward along the adjacent uprights and connected with it by an elastic element (spring). 6. Ship quality drive propulsion device according to claim 4, characterized in that the strut holding the wing at the required depth is hinged at the tip of the vessel with an axis across the diameter plane with the possibility of turning the strut forward or backward from a vertically lowered position to the wing stop in the bottom of the vessel or before it reaches the surface of the water; the oscillation axis itself, which is immobilized at the end of the strut with a gear wheel fixed on the axis along its center and engaged by a gear rack with the same wheel rigidly fixed on the hull in the hinge of the strut mount, is adopted as a fixed support for connecting the elastic elements of the wing; due to the fixation of the stable axis of the wing, its halves are separated from each other and are able to oscillate elastically on its side of the axis, for which each half is additionally connected to the axis by a strip spring mounted on the end of the axis and laid along it in the wing channel, where the slider is fastened to it clamped in the channel guides; since the extension cords are attached to the middle main part of the wing by hinges, the wing is brought into working position by expanding the extension cords on the hinges, and returns to its original position by folding them. 7. The kacheriprivodny mover according to claim 5, characterized in that the pair of struts holding the traction wing is attached to the sides by coaxial joints and is provided with a synchronized rotation forward or backward from the downward position to the wing stop in the bottom of the vessel or until it reaches the water surface near the tip of the vessel; the axis itself serves as a stabilized support for the elastic retention of the wing on the axis of oscillation, because, despite the rotations of the struts, it remains stationary and is prevented from rotation by blocks firmly mounted on its ends, coupled without sliding by ring ropes in pairs with the same blocks fixed firmly on boards of the vessel in hinges of fastening of racks wing vibrations become elastic, because in addition to bearings with a stabilized axis, it is connected in the center by a strip spring fixed at one end in a horizontal slot cut along the diameter of the axis across it, and the second on the wing with the help of a slider, which is shifted when adjusting in the central transverse cut of the wing along the guides made along its edges . 8. A vessel, characterized in that it uses the energy of its pitching for translational motion and is therefore equipped with two high-quality propulsion engines that immerse traction elastic-oscillating wings to a depth lower than the calculated one and below the bottom of the vessel to the wing chord, where the wave of water masses can be considered insignificant compared to surface; To enhance the pitching of the ship, flat horizontal visors were used installed at its extremities near the waterline, in addition to high-quality propulsion propulsion, conventional propeller propellers were installed to provide the ship with conditions that exclude the use of high-quality propulsion propulsion and participating in the creation of traction under moderate pitching.

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