RU2464200C1 - Two-hull vessel - Google Patents

Abstract

FIELD: transport. ^ SUBSTANCE: invention relates to ship building, namely, to transforming single-hull ship into multi-hull vessels to be used for shipping odd-shaped, large- size and weight cargoes in iced waters. Two-hull vessel comprises two independent displacement hulls with main decks, cargo connection bridge-deck, deckhouse and ramps. Said bridge-deck is arranged level with main deck of independent hulls and rigidly jointed therewith to make integral cargo bridge-deck extending from one board and another. Proposed vessel allows adjusting bridge-deck top surface level with berth surface in mooring. Aforesaid swiveling ramps are arranged at said bridge-deck stern and side. In initial positions, ramps are arranged vertically flush with boards at bridge-deck sides while ramp at vessel stern is located aboard bridge-deck. Ramp inclination to berth surface in operating position does not exceed 3 degrees. Said independent hulls are ice lined, their stern and bow allow towing by ice breakers. ^ EFFECT: higher efficiency, safety and reliability, simple cargo handling operations. ^ 3 cl, 4 dwg

Description

The invention relates to the field of shipbuilding, and in particular to the conversion of single-hull vessels into multihulls for the purpose of their use for loading, transportation of non-standard, bulky, heavy cargo in waters with ice cover in the Arctic seas.

Given the vast expanses of Russia, where often only sea transportation of goods is possible, as well as in connection with the development of oil and gas fields in the north of Russia, there is a need for sea transportation of bulky non-standard cargo, for example, oil mini-plants, drilling rigs, etc. The harsh climatic conditions of the Russian north impose additional requirements for the transportation of bulky goods, namely in ice conditions.

The task of the invention is the implementation of loading, unloading and transportation of any non-standard bulky and heavy cargo, self-propelled and non-self-propelled, in water areas with ice cover in the Arctic seas.

A catamaran vessel is known that contains displacement hulls and a connecting bridge, raised above the displacement hulls and located on supports (see ed. St. USSR No. 303232 for the invention “Catamaran ship.” IPC B63b 1/10. Claimed 10.04.1967, published 05/13/1971, bull. No. 16. Applicants - the authors).

Due to this design, a known vessel does not allow for reliable loading and transportation of any cargo, namely heavy, oversized cargo. In addition, the vessel is not intended for operation in ice-covered water areas, and also requires significant costs for the conversion of single-hull vessels into a catamaran of this design.

The analysis of the information selected during the search revealed the closest catamaran vessel, including two independent hulls and a flat cargo connecting deck-bridge, raised above the hull decks and made of independent, unconnected transverse sections-ceilings, each of which is detachably connected to the hulls of the vessel, and under which a retractable ramp is placed (see Aut. St. USSR No. 388945 for the invention of a “Ship-catamaran.” IPC B63b 1/10. Claimed 04/13/1971, published 05/07/1973. Bull. No. 29. Applicant - Central construction clerical bureau "Neptune". Prototype).

The well-known catamaran vessel is not very efficient due to a number of reasons. The implementation of the bridge deck is composite, of independent sections, floors, detachable connection of the cargo deck bridge with the hulls of the vessel does not provide reliability, strength of the vessel during loading and transportation of bulky heavy cargo.

In addition, this design and location of the cargo deck-bridge is inefficient, and often just does not allow loading non-self-propelled machinery, massive heavy loads.

The well-known catamaran vessel is not intended for use in water areas with ice cover and requires high costs for the conversion of single-hull vessels into a catamaran.

Thus, the well-known catamaran vessels used for loading and transportation of goods are characterized by insufficiently high efficiency of their operation and are not used in water areas with ice cover in the Arctic seas.

The invention as a technical solution of a catamaran vessel allows to achieve a new technical result - improving the efficiency of operation of a catamaran vessel due to:

- ensuring operational strength, reliability of the design of the catamaran vessel during loading, unloading and transportation of non-standard, bulky and heavy cargo, both self-propelled and non-self-propelled;

- ensuring the simplicity and reliability of loading and unloading operations;

- reducing costs for the conversion of single-hull vessels into a catamaran vessel;

- ensuring its operation in water areas with ice cover in the Arctic seas.

The following set of essential features characterizes the essence of the proposed technical solution as an invention and contributes to the achievement of a new technical result.

A catamaran vessel containing two independent displacement hulls having a bow, stern and upper decks, a cargo connecting bridge deck having aft, bow and side parts, a wheelhouse, ramps, sides, differs in that the bridge deck is located at the level of the upper decks independent hulls and is rigidly connected to the latter, constructively forming with the upper decks a single cargo deck bridge from one side to another side, and the catamaran vessel is made with the ability to adjust the level of the upper plane of the bridge deck at outside the berth when the catamaran is at the last, the ramps are hinged and mounted on the cargo deck-bridge in the aft and side parts, and in the initial state, the ramps in the side parts of the bridge deck are vertically flush with the sides, the ramp in the stern is located on the cargo deck -bridge, the angle of inclination of the ramps with respect to the plane of the berth in the working position is not more than 3 degrees, independent hulls are made in ice, the feed and bow of which are made for towing editors by pushing from the stern or using a short bow rope.

The result is facilitated by the fact that the catamaran vessel is equipped with a level control system for the upper plane of the cargo deck bridge relative to the level of the berth plane, made in the form of ballast tanks installed in independent hulls of the catamaran.

The technical result is achieved by the fact that the catamaran vessel is equipped with a ship cargo system installed on the cargo deck bridge.

So, the analysis of the revealed information about the current level of technology in the field of shipbuilding and the essence of the proposed invention showed that the technical solution of the catamaran vessel used for loading and unloading and transportation of non-standard, bulky, heavy cargoes proposed as an invention meets the patentability criterion of “novelty”.

Due to the fact that the bridge deck is located at the level of the upper decks of independent hulls and is rigidly connected to the latter, constructively forming a single cargo deck bridge from one side to the other side with the upper decks, structural and operational reliability and durability of the bridge deck are ensured, therefore and a catamaran, as well as comparative simplicity and low costs for the conversion of two independent hulls into a catamaran vessel.

The execution of independent hulls in ice design, the stern and bow of which was carried out under towing by icebreakers by pushing from the stern or using a short cable from the bow, allows the catamaran to be operated in water areas with ice cover in the Arctic seas.

The implementation of the bridge deck with the ability to adjust the level of its upper plane at the level of the plane of the berth when the catamaran is at the latter by supplying the catamaran with a system for regulating the level of the upper plane of the cargo deck bridge relative to the level of the plane of the berth, made in the form of ballast tanks placed in independent hulls of the vessel catamaran provides sufficient simplicity of loading and unloading. Since all cargo operations are carried out in a horizontal plane. This is essential and important when loading bulky, massive loads.

Performing the inclination angle of the ramps with respect to the berth plane in the operating position of not more than 3 degrees also, together with other features, provides sufficient simplicity and reliability of loading and unloading operations, since all cargo operations are carried out in a horizontal plane. This is essential when loading bulky, massive loads.

The execution of the ramps folding and installing them on the cargo deck-bridge in the aft and onboard parts allows loading of any non-standard bulky goods.

It is convenient to load long narrow cargo from the aft of the deck-bridge.

And the huge cargo is conveniently and fairly simply and reliably loaded from the side parts of the bridge deck. Moreover, loading and unloading of cargo is possible from both sides of the catamaran, which also contributes to the efficiency of operation of the catamaran vessel.

The initial position of the ramps in the onboard parts of the bridge deck is vertically flush with the sides, and the ramps in the aft on the cargo deck bridge do not create any additional obstacles in the process of transporting goods on a catamaran vessel, which together with other features contributes to the achievement of a technical result .

The supply of the catamaran vessel with a ship cargo system installed on the cargo deck-bridge provides all cargo operations from putting the folding ramps into working position to loading and unloading cargoes.

Thus, the proposed set of essential features provides a technical result in all cases to which the requested amount of legal protection applies.

During the search by the applicant for information in the field of shipbuilding, no significant distinguishing features of the claimed invention were found among well-known objects of the same purpose. In addition, the set of essential features of the invention, contributing to the achievement of a new technical result, and its effect on the latter are also not found from the existing level of technology.

It is the combination of essential distinguishing features that allows you to get a new technical result - improving the efficiency of operation of a catamaran vessel due to:

- ensuring operational strength, reliability of the design of the catamaran vessel during loading, unloading and transportation of non-standard, bulky, heavy cargo, self-propelled and non-self-propelled;

- ensuring the simplicity and reliability of loading and unloading operations;

- reducing costs for the conversion of single-hull vessels into a catamaran vessel;

- ensuring its operation in water areas with ice cover in the Arctic seas.

Therefore, the present invention has such a patentability criterion as "inventive step".

The invention is illustrated using the drawings, where:

figure 1 shows a catamaran vessel, front view;

figure 2 is the same side view;

figure 3 is the same, a top view, the catamaran is moored to the berth side;

figure 4 is the same, a top view, the catamaran is moored to the berth aft.

The best embodiment of the invention.

The catamaran vessel 1 (see Figs. 1, 2) contains two independent displacement hulls 2 with upper decks 3, a cargo connecting deck-bridge 4 (see Figs. 3, 4) having aft 5, bow 6 and side 7 , wheelhouse 8 (see figures 1, 2, 3, 4), ramps 9.

The bridge deck 4 is located at the level of the upper decks 3 of the independent hulls 2 and is rigidly connected to the latter, for example, by welding, constructively forming a single cargo deck bridge 4 from one side 10 to the other side 10 with the upper decks 3.

This design of the bridge deck 4 provides structural and operational reliability and strength, therefore, of the catamaran 1. In addition, it provides comparative simplicity and low costs for the conversion of two independent hulls 2 into a catamaran ship 1.

Moreover, the bridge deck 4 is made with the possibility of regulating the level of its upper plane 11 (see figure 2) at the level of the plane 12 of the berth 13 when the catamaran is located at the latter. For this, the catamaran ship 1 is equipped with a level control system for the upper plane 11 of the cargo deck-bridge 4 relative to the level of the plane 12 of the berth 13. The system is made in the form of ballast tanks 14 installed in independent hulls 2 of the catamaran ship 1.

By adjusting the level of the upper 11th plane of the deck-bridge 4, sufficient simplicity and reliability of the performance of cargo operations when loading any non-standard bulky bulk cargoes is ensured. Since all loading operations are carried out in a horizontal plane.

The ramp 9 is made folding and installed on the cargo deck-bridge 4 in the rear 5 and side 7 of its parts. Moreover, in the initial state, the ramp 9 in the side parts 7 of the bridge deck 4 are vertically flush with the sides 10, the ramp 9 in the aft part 5 is located on the cargo deck bridge 4.

This arrangement in the initial state of the ramps 9 does not create any additional interference during operation of the catamaran ship 1.

The execution of the ramp 9 folding and installing them on the cargo deck-bridge 4 in the aft 5 and side 7 of its parts allow you to load any non-standard bulky goods.

It is convenient to load long cargo from the aft part 5 of the bridge deck 4.

A huge cargo is conveniently and fairly simply and reliably loaded from the side parts 7 of the deck-bridge 4. Moreover, loading and unloading of cargo is possible from both sides 10 of the catamaran 1, which also contributes to the efficient operation of the catamaran.

The inclination angle of the ramps 9 with respect to the plane 12 of the berth 13 is made no more than 3 degrees. This embodiment of the angle of inclination of the ramps 9 provides sufficient simplicity and reliability of the loading and unloading operations, since all cargo operations are carried out in a horizontal plane.

The ship-catamaran 1 is equipped with a ship cargo system made in the form of winches installed on the cargo deck-bridge 4. The ship cargo system provides all cargo operations from putting the folding ramps 9 into working position to loading and unloading cargoes.

The wheelhouse 8 is made in the form of a superstructure of one of the independent buildings 2 and is installed in the bow 6 of the bridge deck 4 of the catamaran 1 symmetrically to its diametrical plane.

This placement of the cabin 8 of the catamaran 1 provides a good overview during operation of the catamaran 1, high stability, and therefore, high operational reliability. In addition, the use of a finished superstructure of one of the independent hulls 2 significantly reduces the cost of converting ships into a catamaran ship 1.

Independent buildings 2 are made in ice. The stern 15 and the bow 16 of the hull 2 are made under towing by icebreakers (not shown) known for pushing methods from the stern 15 or using a short cable (not shown) from the bow 16. This allows the catamaran 1 to be operated in ice-covered areas in the arctic seas.

The present invention is used as follows.

The catamaran vessel 1 approaches the berth 13 and is moored either by the side 10 or by the stern. It all depends on the berth, mooring conditions and the size of the cargo, which must be loaded and transported to the destination.

Using the level control system of the upper plane 11 of the cargo deck-bridge 4 relative to the level of the plane 12 of the berth 13, the necessary amount of ballast is received in the ballast tanks 14, providing the level of the upper plane 11 of the deck-bridge 4 at the level of the plane 12 of the berth 13.

Then, using the ship's cargo system of the catamaran ship 1, ramps 9 are brought into working position and folded to berth 13.

Due to the fact that the inclination angle of the ramps 9 with respect to the plane 12 of the berth 13 in the working position is not more than 3 degrees, the ramps practically lie in the horizontal plane. This makes it possible, at a minimum cost and quite simply and reliably, to load a bulky cargo located on trolleys (if the cargo is not self-propelled), or self-propelled cargo drives on its own, without much effort.

If the load is sufficiently narrow and long, it is advisable to load it through ramp 9 in the aft part 5 of the deck-bridge 4. If the load is very large and non-standard in size, then it is advisable to load it through ramp 9 in the side part 7 of the deck-bridge 4.

The cargo on the bridge deck 4 is reliably unfastened, it is ready for transportation to its destination.

If it is necessary to use a catamaran ship 1 in ice-covered water areas, icebreakers are put into action by means of which the catamaran ship 1 is towed by pushing methods known in the ice guide of ships from the stern 15 or using a short cable (not shown) from the bow 16. This allows you to operate the catamaran vessel 1 in water with ice cover in the Arctic seas.

Through the use of existing and existing two independent displacement hulls of 2 single-hull vessels for their conversion into a catamaran vessel 1, as well as the use of their ballast, fuel and other vital operational systems, the use of one of the vessel's superstructures as the cabin 8 of the catamaran vessel 1, the conversion process can be carried out significantly quickly and efficiently. In addition, it does not require significant financial, material costs.

Thus, as a result of the application of the inventive catamaran vessel, a new technical result is achieved - increasing the efficiency of operation of the catamaran vessel due to:

- ensuring operational strength, reliability of the design of the catamaran vessel during loading, unloading and transportation of non-standard, bulky bulk cargoes, self-propelled and non-self-propelled;

- ensuring the simplicity and reliability of loading and unloading operations;

- reducing costs for the conversion of single-hull vessels into a catamaran;

- ensuring its operation in water areas with ice cover in the Arctic seas.

Therefore, the present invention meets the patentability criterion of "industrial applicability".

This invention can be used both for the modernization, re-equipment of any single-hull cargo ships, as well as for the construction of new catamaran ships.

Claims (3)

1. A catamaran vessel containing two independent displacement hulls having a bow, stern and upper decks, a cargo connecting bridge deck having aft, bow and side parts, a wheelhouse, ramps, sides, characterized in that the bridge deck is located at a level the upper decks of independent hulls and is rigidly connected to the latter, constructively forming a single cargo deck bridge from one side to the other side with the upper decks, and the catamaran vessel is made with the ability to control the level of the upper plane of the bridge deck on the level of the plane of the pier when the catamaran is at the last, the ramps are folding and installed on the cargo deck-bridge in the aft and side parts, and in the initial state, the ramps in the side parts of the bridge deck are vertically flush with the sides, the ramp in the stern is located on the cargo deck -bridge, the angle of inclination of the ramps with respect to the plane of the berth in the working position is not more than 3 °, independent hulls are made in ice, the feed and bow of which are made for towing ice by pushing from the stern or using a short bow rope. 2. The catamaran vessel according to claim 1, characterized in that it is equipped with a level control system for the upper plane of the cargo deck-bridge relative to the level of the jetty plane, made in the form of ballast tanks installed in independent hulls of the catamaran. 3. The ship-catamaran according to claim 1, characterized in that it is equipped with a ship cargo system installed on the cargo deck-bridge.

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