RU2613472C1 - V-like twin screw mover for floating facilities (versions) - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: invention is relevant to shipbuilding and can be used on floating facilities both for surface vessels and for underwater ones. V-like twin screw mover for floating facilities in variant of surface vessel includes screws placed at angle on transom plate in aft part. They are controlled with the aid of gear-motor drives intended for regulation of speed and direction of screw rotation. Screws together with these gear-motor drives are moved at various angles within horizontal plane by force of additional gear-motor drives intended for regulation angle position of screws, which are joined with them. All gear-motor drives are connected to the central system of surface-vessel control via unit for control of drivers. In variant for surface vessel transom plate equipped with gear-motor drives that are provided with screw movers is suitable for turning within vertical plane with the aid of gear-motor drive for angular plate turn, which is fastened to plate axis.

EFFECT: increase of efficiency coefficient, rate of sailing and maneuverability of floating facility as well as exclusion of cavitation are achieved.

4 cl, 5 dwg

Description

The present invention relates to shipbuilding and can be used on watercraft, both on surface ships (ships of various types, ferries, etc.) floating on the sea surface, and on submarines: submarines, deep-sea vehicles, drones, etc. P.

It is known to use screw motors (reversible propulsors) in wind power installations, for example, "Wind Motors" by I. Smulsky. according to the author's certificate of the USSR No. 1225912, IPC Cl. F03D 5/00 (analog) [1].

The device comprises a shaft and screw blades fixed to it, the shaft being installed in the direction of flow at an angle to the horizontal plane equal to the angle of inclination of the helical line of the blades, and the angle of inclination of the helical line is 60 ... 70 °.

The advantage of using an auger located at an angle in the flow, or a screw that creates a reflected stream from itself in the propulsion mode, is the most efficient use of the surface of each screw blade.

The disadvantages of this auger engine, if used as a mover, are expressed in the need to install the counter controls on the vessel to keep it on course, since one auger mover, installed at an angle to the longitudinal axis of the vessel, creates a moment for its turn.

It is known to use two permanently installed augers for generating energy in hydroelectric power plants, for example, “Damless auger hydroelectric power station” by Popov AI, Schekleina S.E. according to the patent for a utility model of the Russian Federation No. 94642, IPC F03D 5/00; F03B 17/00 (analog) [2].

This device contains shafts with screw blades fixed on them, forming single or multiple threaded augers, which are located at an angle to the flow, and the relative position of the shafts, which are also placed at an angle to each other, in space forms a similarity to the letter “V”, which allows maximum use the flow energy with both screws.

The disadvantage of this device is the inability to use it directly without additional components and assemblies as movers of watercraft.

In the textbook author S. Antonenko “Ship movers”, from DVGTU, Vladivostok, 2007, [3], page 5 states: “... In 1752 D. Bernoulli proposed a screw in the form of a double-entry worm, but the efficiency of such a mover turned out to be small. As the literature indicates, the case helped to improve the design of the propeller: one vessel equipped with a wooden propeller touched the ground with it, a significant part of the propeller broke off and, to the surprise of the crew, it increased the course. ”

The disadvantage of this design is that the auger, completely immersed in water, located along the axis of the vessel, does not work efficiently, since the load is mainly borne by the first blade nearest to the engine, and the rest, which are behind it “in the shade,” spin almost idle.

The “Ship with partially submerged auger propulsion” is also known by the authors Zavyalova V.M., Georgievskaya E.P. and others according to the patent of the Russian Federation No. 2117602, IPC B63B 35/0, B63H 5/00; B63H 1/02 (analog) [4].

This device contains two partially immersed augers symmetrical with respect to the vessel’s plane, with non-parallel axes of rotation, each of which includes at least one spiral blade wound on a hub connected to the drive through a gearbox. The augers and the drive are installed behind the intersection of the aft section and the bottom of the vessel in the area of the waterline on transom plates. The axis of rotation of each auger makes a fixed angle (fixed in the ship’s structure) equal to the stepping angle of the winding at half its height and reduced by 5 ... 10 ° with the ship’s diametrical plane. The movement of this vessel is carried out only due to the immersed part of the blades. Such a design allows free passage of broken ice, algae and other debris through the hydraulic section of the operating propulsion.

The disadvantages of this invention are the low speed, low maneuverability of the vessel due to the fixed fastening of both ends of the screws on the vessel relative to the diametrical plane of the vessel and the inability to move them relative to each other.

In addition, depending on the degree of loading of the vessel, it is necessary to adjust the position of the screws in relation to the waterline of the craft.

Also, the technical solution according to patent No. 217602 is not universal for its use in submarines and on ships with high maneuverability when working in port waters.

The objective of the invention is the creation of a universal screw propeller, which can be used on boats for various purposes, including submarines and vehicles.

The technical result of the invention is as follows:

- increased propulsion efficiency and, accordingly, the speed of the craft by creating the ability to move the screws relative to each other and simultaneously relative to the axis of the diametrical plane of the vessel;

- increased maneuverability of the craft due to the fact that only one end of each auger is fixed in reversible motor gearboxes and when they are simultaneously displaced to one side of the craft, it is possible to turn or make a circular turn with a minimum run-out of the craft;

- the effect of “suction” of the hull of the vessel by the propeller jet is reduced due to the remote location of the screw blades of the screw propellers from the hull;

- reduced circulation, i.e. the size of the extension of the vessel, which is ensured by the coordinated operation of the screws during the maneuver of the vessel and the simultaneous or optional inclusion of reverse by one of the screws;

- lack of the need for additional thrusters;

- the exclusion of cavitation and the phenomena associated with it, due to a decrease in the number of revolutions of the augers, throwing the same mass of water with several screw blades and creating the same traction as a screw propulsion comparable in power, but having much larger revolutions critical for cavitation.

The technical result is achieved due to the fact that in the propulsion device for a craft in a variant of a surface vessel, containing two screws on both sides of its diametrical plane, each of which includes at least one spiral blade, wound on a hub connected through a gearbox with drives located on the stern section of the vessel, a transom plate is introduced with left and right reversing gear motors mounted on it on its axles, connected to the ends of the auger hubs forward along the boat, and two additional x gearmotors connected to reversing gearmotors and controlling their turn, moreover, all gearmotors are connected via the drive control unit to the central watercraft control system.

The technical result in the embodiment for the submarine is additionally achieved due to the fact that on the sides of the vessel there are supports through which a pivot axis is passed perpendicular to the axis of the diametrical plane, attached to the transom plate, which can be rotated in a vertical plane by means of an additional gear motor mounted on the pivot axis and connected through the drive control unit to the ship's central control system.

The technical result is also achieved by performing helical blades funnel-shaped, which more effectively capture and discard a mass of water.

As a result of a search by the sources of patent and scientific and technical information, the totality of features characterizing the described “V-twin screw propeller for watercraft (Variants)” was not found. Thus, according to the authors, the proposed technical solution meets the criterion of "new".

Based on a comparative analysis of the proposed technical solution with the prior art, it can be argued that between the set of distinctive features, their functions and the task achieved, the proposed technical solution does not follow explicitly from the prior art and, in our opinion, meets the eligibility criterion of “inventive step”.

The drawings show the designs of the proposed propulsors and schemes of their work.

In FIG. 1 shows a variant (top view) of a surface craft with auger propellers in the working position located on the aft section of the bottom of the vessel, in FIG. 2 and in FIG. Figure 3 shows schematically the options for the location of the screw propellers when the speed changes and when the ship turns. In FIG. 4 shows a variant (top view) of a universal vessel for underwater and surface navigation with a variant of its accelerated immersion, movement under water in different planes and accelerated ascent. In FIG. 5 schematically shows changes in the angular positions of screw propellers during maneuvers of a submarine (submarine) in underwater and above-water positions.

On the aft section of the bottom of the watercraft (vessel) 1, left and right screw propellers 2, 3 (screws) are installed with a given twist of the blades, connected by hubs 4 to the outputs of the left and right reversing gear motors 5, 6 of speed and reverse of the direction of rotation (hereinafter the text: speed and reverse gear motors) with their rotation centers around their vertical axis 7, carried out by additional left and right reversing gear motors 8, 9 of the angular position of the screws (hereinafter: the gear motors of the angular position of the shn sources) that are connected in the same way as the motor-speed reducers and reverse, to the power supply control unit 10 drives the motor-gear, which is connected to the central system 11 steering the vessel, wherein the motor-reducers are installed in the stern of the ship to the transom plate 12.

In an embodiment of a submarine vessel (Fig. 4), its axis 13 is fixed on a movable rotatable transom plate, which rotates in additional lateral supports 14 located in the stern on both sides of the vessel.

A reversible rotary gear motor 15 connected to the axis of the plate is attached to one of the side supports, which is also connected via the drive control unit to the central control system of a submarine, for example a submarine.

"V-twin twin screw propulsion for boats (Options)" works as follows.

According to the commands of the central vehicle control system 11, the number of revolutions (speed) and the direction of rotation of the screws 2, 3 from the gear motors 5, 6, as well as their relative position relative to the axis “O ₁ -O ₂ ” of the vehicle are set on the drive control unit 10 (FIG. . 1), which is set by additional geared motors 8, 9 of the angular position of the screws, turning on the axes 7 of the geared motors 5, 6 with screws at an angle "± α" specified by the control system.

The movement of the surface craft (vessel) 1 forward or backward is carried out by the simultaneous coordinated rotation of the left and right screw propellers 2, 3 located at the same optimal angles "± α" from the central axis "O ₁ -O ₂ " (Fig. 1) in the diametrical plane vessel. The change in the speed of the vessel can be carried out according to the commands of the central system 11 for controlling the vessel through the block 10 for controlling the movement drives to the geared motors 5 and 6 of the screw propellers, for example, using a variable frequency drive or by independently changing the angles “± α” relative to the central axis “O ₁ -O ₂ "for each screw.

Using additional gear motors 8, 9 to rotate gear motors 5 and 6 around their vertical axes 7, it is possible to separately set the angles of rotation of the screws on both sides relative to the central axis "O ₁ -O ₂ " at angles ranging from -60 ... 80 ° to + 60 ... 80 °.

With the same speed of the screw propellers 2, 3, the minimum speed of the vessel 1 will be when the axis of the propellers are parallel to the central axis “O ₁ -O ₂ ”, i.e. angles α = 0 (Fig. 2), and the maximum speed, depending on the design features of screw propellers, will be at angles α = 40 ... 65 °.

Compared with a propeller-type propeller-type propeller, one should expect greater thrust and speed from screw propellers at the same speeds due to greater efficiency from an increase in the propelled surface (area) of propulsors. For example, two six-bladed (six turns) located at angles of ± 45 ° to the central axis “O ₁ -O ₂ ” are equivalent to three propeller screws spaced in space, each of which captures and rests on its part of the aquatic environment.

Thus, the effect of increasing thrust is used while decreasing the pressure in the aerodynamic plane swept by the propellers.

“V-twin twin screw propulsion for watercraft (Variants)” is more consistent with the ideal propulsion theory. In the literature [5] on page 54 it is stated: "... In this theory, the density of the fluid, the speed of the translational motion, the thrust or thrust and the hydraulic cross-sectional area are considered given” ... Thus, in the proposed design, by increasing the area of the sweeping hydraulic section, it is possible to increase the emphasis and, accordingly, the thrust and speed of the vessel. It is clear that increasing for the same purpose the diameter and dimensions of a typical screw has design limitations.

Turning the ship in any direction horizontally can be done by stopping or slowing down the speed of one of the propulsors and the work of the other when moving it to a given angle. A steeper turn of the ship can be made if another stopped auger is given reverse rotation. In FIG. 3 shows a variant of the accelerated turn of the vessel 1, when both auger propellers 2, 3 are shifted to one side from the central axis “O ₁ -O ₂ ” and have coordinated rotation directions. If the same movers report reverse rotation, the ship will turn in the opposite direction. Similarly, during reverse rotation, the movement of the vessel can be carried out in reverse directly or with turns.

When approaching the side, one proximal auger mover is installed parallel to the berth, and maneuvering by reverse is carried out by another auger mover.

Thus, the above manipulations with the relative position of the screw propellers, the ranges of their revolutions and the directions of rotation create the surface vessel not only high speed, but also maneuverability in the horizontal plane.

In FIG. 4 and 5 schematically show the options for moving submarines (vehicles and submarines) in the vertical plane for their quick immersion or ascent, as well as for maneuvering at a depth in the horizontal plane.

According to the command (Fig. 4) of the central vessel control system 11, through the motor gearbox control unit 10, a reversible motor of the plate angular position 15 receives a signal to rotate the plate in a vertical plane, while the axis 13 connected to the motor gearbox rotates (tilts to predetermined angle) the transom plate 12 in the side supports 14, for example, downward (Fig. 5, position 16) in the direction of the vessel so that the axis of the hubs 4 of the screw propellers 2, 3 are located at a certain angle “+ β” vertically axis "O ₁ -O ₂ " of the vessel. In this case, with the agreed operation of the screw propellers, the submarine will go to a depth and the faster, the greater the given angle and the greater the speed of the screw propellers 5, 6 (Fig. 5, position 17).

When moving in an underwater horizontal position, the angle β = 0 and horizontal maneuvers are carried out in the same way as in surface swimming (Fig. 5, position 18). Upon the ascent command, the transom plate 12 rotates the auger propellers 2, 3 in the direction of the ship's upward movement, forming an angle “-β” with the horizontal axis (Fig. 5, position 19), which forces the submarine to move in a vertical plane.

Such manipulations allow the ship (submarine) to quickly evade pursuit, moving at depth at different heights and directions.

The equipment and gear motors located on the transom plate 12 in the underwater part of the vessel (Fig. 4) are sealed. In particular, bearings can be made of bronze and fluoroplastic, and the lubricant for them is sea water according to the technology of the Vint company [6].

Depending on the specific requirements for the characteristics of the vessel, the augers in auger propellers can be made as multi-start, with variable pitch and different diameters. The greatest effect is provided by funnel-shaped screw blades [7, 8]. The auger with funnel-shaped spiral helical blades at the same speeds more effectively captures and discards the water mass, thereby creating a more efficient traction.

The use of two or more screw propellers located V-shaped along the axis of the boat at an angle relative to each other horizontally and vertically eliminates a number of technical contradictions inherent in ship propellers [9], provides increased maneuverability in horizontal and vertical planes, allows to increase speed and smoothness, to exclude cavitation and other phenomena associated with it.

This is explained, in particular, by the following arguments.

In [10], p. 159, the effect of “suction” is explained: “... Water in the stream in front of the propeller acquires additional speed, and the pressure in it drops. Consequently, the shape resistance of the hull located in this stream increases, the friction resistance also increases somewhat due to the speed of flow around the aft end of the vessel ... ”

And further, in the same place [10], on p. 161 "... The only way in this direction is to move the housing screw away, while the coefficient of by-pass flow remains practically unchanged, and the suction coefficient decreases intensively ..."

In this regard, one should expect from the proposed V-shaped propulsion device, the blades of which are spatially removed, a significant reduction in this effect and an increase in thrust (speed) of the craft.

When assessing maneuverability, the ship's coasting parameter should also be considered. In [10], p. 192 states: "... The main characteristics of the maneuvering qualities of the vessel during reverse: the time and coastal path - the distance traveled by the vessel to a full stop ...". Similarly, in [5], p. 272 explains: "... the maneuverability of the vessel during reverse is customary to evaluate the length and time of the run-out of the ship's path from the beginning of the reverse to a complete stop and the time it took to go this way ...".

In the present invention, the reduction of the path and time of run-out is provided not only by reverse when the revolutions of the screws are increased, but also by their optimal angles of relative position and location relative to the diametrical plane of the vessel “O ₁ -O ₂ ”.

An important parameter of vessels is their circulation. In [10], p. 235 states: "... circulation elements depend on the rudder angle ... and have practical significance, because the amount of extension must be known when turning away from the shore or other obstacles, direct displacement should be taken into account when the vessels diverge, and the tactical diameter of the circulation - when maneuverability in narrownesses ... An important characteristic of the circulation is its period - the time required for the vessel to completely rotate 360 ° ... ”

In the present invention, the ship has the ability to turn 360 ° in a horizontal plane, practically, in place around the center "O" of the vessel (Fig. 1, Fig. 3). This is ensured, for example, when turning counterclockwise (Fig. 3) by the simultaneous operation of the screws 2, 3, deflected to the maximum angle in one direction, and the exact fit is then ensured by reverse switching and changing the angle of deviation of the screw 3.

A similar operation with the simultaneous deviation of the screws 2, 3 in the vertical (Fig. 5) and in the horizontal (Fig. 3) planes allows the underwater vessel to freely maneuver in space while in the underwater position.

In addition, the proposed design allows you to dispense with a boat without auxiliary controls: thrusters, rotary helical columns or active steering [11], because this function is provided by turning the screws in any plane.

The proposed design is also devoid of such a phenomenon as cavitation. In [5], p. 96 states that "... cavitation occurs at those points in the flow where, as a result of the movement of the fluid, a significant local pressure drop occurs ...". Thus, this occurs at high speeds of screw propellers. The difference between screw propellers, which throw off the same mass of water and create the same traction as a screw propulsion comparable in power, is that they rotate at a much lower angular velocity. Since the solid helix of the auger does not create vibrations and noise, this is especially important for creating low-noise ships and submarines.

The use of augers in propulsors is characterized by smooth operation, the absence of vibrations, less acoustic and electromagnetic interference, and reduced environmental impact.

Thus, the use of the proposed screw propeller allows you to exclude a number of contradictions in the design of surface and submarine vessels.

Given the above, it should be expected that the proposed "V-twin twin screw propulsion for boats (Options)" will find application in shipbuilding.

INFORMATION SOURCES

1. Smulsky I.I. Wind turbine. USSR copyright certificate No. 1225912, IPC F03D 5/00 (analogue).

2. Popov A.I., Scheklein S.E., Popov D.A. Damless screw hydroelectric power station. Patent for utility model of the Russian Federation No. 94642, IPC F03D 5/00, B03B 17/00 (analogue).

3. Antonenko S.V. Ship movers / S.V. Antonenko. - Vladivostok: DVGTU, 2007. - P. 5 (analogue).

4. Zavyalov V.M., Georgievskaya E.P., Mavlyudov M.A. and others. A ship with a partially immersed auger propulsion. RF patent №2117602, IPC ВВВ 35/00; B63H 5/00; B63H 1/02 (analog).

5. Artyushkov L.S. and other Ship movers / L.S. Artyushkov. - L., 1988, p. 54.

6. Tatyanin O.O. Drive more actively / O.O. Tatyanin // No. 12, IR, 2002, p. 10.

7. Smulsky I.I. Screw propellers and their features // Engineering Physics Journal (IFZh), T. 74, No. 5, p. 190, fig. four.

8. Smulsky II. Screw rotor. RF patent No. 2101560, IPC6 F03D 5/00.

9. Dorogostoysky D.V. Theory and device of the ship / D.V. Expensive. - L., 1975, p. 351.

10. Zhinkin V.B. Theory and device of the ship / V. B. Zhinkin. - St. Petersburg, 2000, p. 159.

11. Bulgachev G.G., Latyshev Yu.S. et al. Active steering wheel. RF patent No. 2043266, IPC V63N25 5/08 (analogue).

12. Japan patent 61-47758, 10.21.86 (analogue).

13. US patent No. 3906888A, 09/23/75 (analog).

14. British patent No. 1349512, CL. B63H 1/12, 1974 (analog).

Claims (4)

1. A V-shaped twin screw propulsion device for surface ships of a ship, characterized in that it contains two screws on both sides of its diametrical plane, each of which includes at least one spiral blade, wound on the hub connected to the drive, a transom plate with augers placed on it, left and right rotary speed and reverse gear motors connected to the ends of the auger hubs leading along the vessel, is installed in the aft section of the bottom of the vessel, and add two left and right gear motors of the angular position of the screws connected respectively to the left and right gears of speed and reverse, providing a turn on their axes, and additional gear motors of the angular position and gear motors of speed and reverse are connected to the control unit of their drives, and the screw hubs are movable in the horizontal plane by means of reversible geared motors of the angular position of the screws. 2. A V-shaped twin screw propulsion device for surface-mounted craft of a ship according to claim 1, characterized in that the screws are funnel-shaped, each of which includes at least one spiral funnel-shaped blade. 3. A V-shaped twin screw propulsion device for a submarine-type craft (submarine), characterized in that it contains two screws on either side of its diametrical plane, each of which includes at least one spiral blade wound on a hub connected with a drive, on the aft section of the bottom of the vessel there is a movable rotatable transom plate with augers placed on it, left and right rotary speed and reverse motor gearboxes rotated on their axes, connected to the front along the vessel with the ends of the hubs of the screws, and two additional left and right reversing gear motors for the angular position of the screws connected respectively to the left and right gear motors for speed and reverse, providing a turn on their axes, and the gear motors for the angular position of the screws and the motor speed and reverse gears are connected to the control unit of their drives, the screw hubs are movable in the horizontal plane by means of reversible motor gearboxes of the angular position of the screws, and along the sides the submarine has additional lateral bearings with a pivot axis fixed to a movable transom plate and capable of turning in a vertical plane by means of an additional reversible plate rotation motor-reducer mounted on its axis and also connected to the drive control unit. 4. A V-shaped twin screw propeller for underwater craft of a ship according to claim 3, characterized in that the screws are funnel-shaped, each of which includes at least one spiral funnel-shaped blade.

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