RU2508224C2 - Towed device for ice breaking at making clear-way in ice - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: towed device has hull consisting of two lateral ice-breaker hulls arranged in symmetry relative to device centerline plane and central auxiliary ice-breaker hull. The latter is located in the device centerline plane ahead of lateral ice-breaker hulls so that its midship frame plane is located nearby the line drawn through stems of two lateral ice-breaker hulls. Note that its midship width makes at least 0.2 of that of lateral ice-breaker hulls. Central auxiliary and lateral ice-breaker hulls have inclined stem and are rigidly interconnected by the frame. Lateral ice-breaker hulls are asymmetric relative to their centerline plane. Their boards feature straight-wall design and feature equal midship width.

EFFECT: lower drag, wide clear-way.

1 dwg

Description

The invention relates to the field of shipbuilding and relates to the creation of new ice-destroying equipment, working in combination with an icebreaker, which will be able to form a sufficiently wide channel for the unhindered movement of large vessels in ice.

There is a known model of an icebreaker - a trimaran, designed for laying a wide channel in ice (40 years of ice model testing. Advertising brochure by Aker Arctic Technology Inc., Finland, 2009). The model is a head hull with icebreaking contours of the hull and two outriggers in the stern, which expand the ice channel laid by the main hull. The disadvantage of trimaran is the increased ice resistance when moving in ice, caused by the broadening of the hull due to the use of outriggers, which leads to the need for a significant increase in the capacity of the main power plant of the future vessel.

There is also known a device in terms of reducing the energy intensity of the process of ice destruction during the pilotage of individual vessels, called the “Icebreaker attachment” (V. Zuev. Means for prolonging navigation on inland waterways. - L .: Sudostroenie, 1986), adopted as a prototype. The icebreaker attachment contains a bumper mounted on the bow of the tug, a wedge blade with a knife cutter mounted on the crest of the blade, the lower part of which is wound under the edge of the ice field, and runners mounted on a transverse beam connected to the bumper using two rockers with the possibility of transmission to ice is part of the tug mass.

A disadvantage of the known device is significant resistance to movement in an ice field, which leads to a decrease in the efficiency of the vessel with the device.

The claimed invention solves the problem of reducing the resistance to movement of the vessel in an ice field and the power consumed by it, spent on creating a wide channel in the ice.

For this, the towed device for breaking the ice cover when forming the navigable channel in the ice according to the invention, the housing is made up of two side icebreaking hulls symmetrically located relative to the diametrical plane of the device and a central auxiliary icebreaking hull, which is located in the diametrical plane of the device in front of the side icebreaking hulls so that its mid-frame plane is located near the line passing through the stakes of two lateral icebreaking bodies whiskers, and its midship width is at least 0.2 of the same width of the side icebreaking hulls. In this case, the central auxiliary and side icebreaking hulls have an inclined stem and are rigidly interconnected by a frame, and the side icebreaking hulls are asymmetrical relative to their diametrical plane, namely their outer sides, with the exception of the nasal tip area, are straight-walled, have the same midship width and spaced from each other so that the distance between their diametrical planes is not less than determined by the ratio:

l = B _t + B _n +14, m,

where B _t is the width of the towing vessel; B _n - the width of the side icebreaker hulls of the towed device for the destruction of the ice cover during the formation of the navigable channel in the ice.

The implementation of the hull of the towed device for the destruction of the ice cover consisting of three hulls provides an increase in the width of the laid shipping channel in the ice by at least 10 meters compared to the width of the channel laid by a single-hull icebreaker. In addition, in the ice speed of vessels it is known that the ice resistance of an icebreaker is proportional to its breadth to some extent B ^k , where the exponent is k> 1 (Sazonov K.E. Theoretical foundations of navigation of vessels in ice. St. Petersburg: Central Research Institute named after Acad. A .N. Krylova, 2010, 274 p.). Therefore, an increase in the width of a single-hull icebreaker leads to a significant increase in its ice resistance and, as a result, to a large expenditure of power on movement in ice and the laying of a channel. In the proposed solution, the destruction of the ice cover will be carried out by four hulls: the hull of the towing vessel and three hulls of the towed device. From the known mathematical relations it follows that

$$B_t^k+2\left(B_n\right)<{\left(B_t^k+2B_n\right)}^k,$$

therefore, the resistance of the towed device will be less than the resistance of an icebreaker with the same width as that of the towed device.

The location of the lateral icebreaking hulls is symmetrical with respect to the diametrical plane of the towed ice breaking device, and the central auxiliary icebreaking hull in the diametrical plane of the device in front of the side icebreaking hulls so that the plane of its midship frame is located near the line passing through the ramps of the two side icebreaking hulls the effect that, provided that the feed of the towing vessel is separated from the line passing through the stem ENTRAL icebreaking hull towed device at a distance of not less than 1 m, is the influence on the fracture behavior of the ice cover lateral icebreaking housings. They will destroy ice, chipping significant pieces of it into the channel laid by the vessel towing them. Theoretical and experimental studies show (Sazonov K.E. Theoretical foundations of vessel navigation in ice. St. Petersburg: Central Research Institute named after Academician A.N. Krylov, 2010, 274 pp.) That in this case the ice resistance of the hull is approximately 0, 6 from the total ice resistance of a single hull.

The requirement to ensure a minimum distance between the sides of the towing vessel and the towed device of at least 7 m ensures the free passage of broken ice between the hulls (Sazonov K.E. Theoretical fundamentals of vessel navigation in ice. St. Petersburg: Central Research Institute named after academician A.N. Krylov, 2010 , 274 p.) And excludes the possibility of towing ice piles with the proposed towed device.

The presence of a central icebreaking hull provides additional structural strength of the towed device when moving in ice.

The implementation of the outer sides of the lateral icebreaking hulls of the towed device straight-walled allows them to maintain stability on the course when moving in ice, and the inner sides, which have a streamlined shape of the contours, help to improve the passage in the space between them and the central auxiliary hull of broken ice. At the same time, the presence of an inclined stem is explained by the fact that such a shape of the nasal sharpening is most optimal in ice conditions.

The essence of the invention is illustrated in figure 1, which shows the image of the proposed towed device for the destruction of the ice cover, top view.

The towed device for destroying the ice cover during the formation of the navigable channel in the ice contains two lateral ice-breaking hulls 2 and 3 of the same width symmetrically relative to the diametrical plane of the DP device, and also a central auxiliary ice-breaking hull 4 located in the diametrical plane of the device in front of the ice-breaking side buildings 2 and 3, having a midsection width equal to at least 0.2 of the same width of the side icebreaking buildings. Moreover, the side icebreaking hulls 2 are spaced apart from the central auxiliary hull 4 so that the stem line extends near the mid-sectional plane of the said hull 4. The central auxiliary and side icebreaking hulls 2 are rigidly interconnected by a frame 5. Frame 5 with hulls 2, 3 and 4 with the help of tow cables 6 is connected to the towing vessel 7. The outer sides 8 of the side icebreaking hulls 2 and 3 are straight-walled.

The proposed towed device for the destruction of the ice cover during the formation of the navigable canal works as follows.

When moving a towing vessel 7 with the proposed towed device in the form of icebreaking hulls 2, 3 and 4, rigidly connected by a strong frame 5, the vessel destroys the ice cover, forming a channel 9, the width of which is approximately equal to the width of the hull of the towing vessel 7. Side icebreaking hulls 2 and 3 they destroy the ice cover by cleaving the ice 10 into channel 9 behind the towing vessel 7. The central icebreaking hull 4, which provides additional structural strength for the frame 5, moves in channel 9. The icebreaker sides 8 external to channel 9 are lateral buildings 2 and 3 form a wide ice channel 11, filled with broken ice 12.

The practical implementation of the proposed technical solution of industrial complexity does not present, which allows us to conclude that this solution meets the patentability condition “industrial applicability”.

The proposed towed device for the destruction of the ice cover provides a reduction in the resistance to movement of an icebreaking vessel in ice, which positively affects the reduction of power consumption when moving in ice and the laying of a wide shipping channel, which compares favorably with the prototype.

Claims (1)

Towed device for ice cover destruction during formation of a navigable channel in ice, having a hull, characterized in that its hull is made up of two side icebreaking hulls symmetrically located relative to the diametrical plane of the device and a central auxiliary icebreaking hull located in the diametrical plane of the device in front of the side icebreaking hulls so that the plane of its mid-frame is near the line passing through the stakes of the two side ice hulls, and the width of the central auxiliary hull midway is at least 0.2 the same width of the side icebreaker hulls, the central auxiliary and side ice hulls have an inclined stem and are rigidly interconnected by a frame, while the side icebreaker hulls are asymmetrical about their diametrical plane , namely, their outer sides, with the exception of the area of the nasal sharpening, are straight-walled, have the same midsection width and are spaced from each other so that p the distance between their diametric planes is not less than determined by the ratio:
l = B _t + B _n +14, m,
where B _t is the width of the towing vessel; B _n - the width of the side icebreaker hulls of the towed device for the destruction of the ice cover during the formation of the navigable channel in the ice.