RU2644496C1 - Amphibious ship on compressed air flow - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to amphibious vehicles on a dynamic air cushion. Amphibious vessel on the compressed air stream contains a body with a propulsion unit made with a steering device regulating the air injection into the separation chambers. Bottom is made of parts placed at different angles. Bottom has a hollow and through wedge-shaped step in the center, made equivalent to the side walls of the skegs, with a sharp edge and at an angle to the bottom towards the stern. In this case, between the step and the steering device there is a leaf at the level of the step in its initial part, placed with the possibility of turning and fastening relative to the axis. Steering device is made with a shield in the form of independently turning flaps mounted on a common axis in the center of the bottom and in the zone of the nozzle of the impeller. Flaps are made with perforations.

EFFECT: safety and ease of control, increased speed characteristics of the vessel, and improved handling are achieved.

1 cl, 5 dwg

Description

The invention relates to the field of creating vehicles using a dynamic air cushion, having a high-performance compressor property using an impeller, the jet of which is directed to the pneumatic channel in the form of compressed air under the bottom to create lifting and traction forces, and can be used to create vehicles (TSVP ) for movement on water, snow and land, in particular small size hovercraft.

Known aircraft - ekranoplan, containing the fuselage, wing, horizontal and vertical plumage and an air-reactive power plant. Under the wing of the winged wing there is a device for creating air discharge and thrust, made in the form of a flow chamber formed by the wing and side rails, the side rails of the chamber mounted on the wing consoles (see the application of Germany No. 3319127, B60V 1/08, 1983), as well as flying the device is an ekranoplan (see the application of Germany No. 4010877, B64C 35/00, 1991), in addition, ships are known (USA No. 5370197, B60V 1 / -43, 1994; No. 2004-065772, B64C 21/04, B64C 23/08, 2004) on small hovercraft.

All of these tools are quite complicated, especially when used on small hovercraft. In addition, the described vessels have low amphibiousness and seaworthiness, while the capabilities of propulsion systems are not fully realized. In this case, the creation of an air cushion and thrust is not effective enough at the starting or low translational speed of the vehicle, since the installation of such propulsors cannot realize the formation of a compressed air stream in the form of such a stream under the bottom of the vessel that could try to provide the vessel at the start of movement. That is, well-known technical solutions by blowing air under the bottom or wing do not provide full high pressure and compression when using all compressed air from the power plant, in particular the impeller operating in the compressor mode, which worsens its power plant, and it is also impossible to get the maximum compressed air pressure for the operation of the pneumatic channel in the boost mode of high pressure air for the traction force that ensures the forward movement of the vessel.

The device of the inserts and the swinging leaf is not suitable for creating powerful jets and their entry into the pneumatic channel, the air outlet of which is connected under the bottom, and the flow, expanding, strikes directly into the thickness of the water flow (supporting surface). The specific thrust coefficient and lifting force are low, and it takes a lot of power to spend. In addition, this is due to the use of engines, a propeller, which can create sufficient reactive thrust to fill the air channel space with compressed air. Another main disadvantage is that the vessel has insufficient controllability due to the location of the steering device at the exit under the bottom, which reduces the safety of its operation, as well as the fact that the rudders located under the bottom experience large dynamic loads from water when turning under different angles (for turning, turning) of the vessel. In this case, significant traction forces of the horizontal component of the thrust appear, large wave-like phenomena appear, this is especially noticeable at the turns of the vessel, the waves (splashes) of which come out from under the side skegs. These combined factors lead to an almost constant rocking of the ship vertically and horizontally, which affects the change in heel, trim and course, creates frequent and large loads on the structure of the ship. The fight against overloads leads to an increase in the dead weight of the vessel, a decrease in its weight return and a decrease in speed. Hence, such a steering device cannot be placed in the middle part of the vessel with the control device as a whole. A significant drawback of such vessels is the transverse shape of the bottom with touching and flowing around the supporting surface, for example, water, as well as the shape of the side walls of the skegs themselves, which have great resistance to movement, and the difficulty in controlling the vessel.

A hovercraft is known, comprising a hull, propulsion and discharge units, as well as a fence for the area of the airbag with bow and stern movable elements with side skegs and a middle skeg, partitioning the area of the air bag on the left and right separate chambers, while the discharge installation is made with a steering device that controls the injection of air into the said chambers (Patent RU No. 2097231, B60V 3/06 of 11/27/1997).

As follows from the description, the control of the hovercraft is carried out using a steering device that allows you to adjust the air injection into the chambers of the air cushion so that when pumped into the right chamber 8, such control leads to the bank of the vessel touching the supporting surface with the side skeg 6. Resistance force acting on the skeg 6 in contact with the supporting surface, creates a moment that turns the vessel around the vertical axis. The lateral force caused by the drift angle and tipping on the inner side when turning, allows you to control the vessel.

However, along with the advantage of the known hovercraft, which is to increase the safety of the operation of the hovercraft by ensuring its sufficient controllability, the known hovercraft has limitations on its use. Indeed, during the movement of such a vessel over a water or even solid surface, such as ice, all its advantages are preserved: speed, maneuverability, amphibiousness. However, the use of such a vessel in a swampy area with high bumps protruding from the water, in an area with thickets of bushes or over hummock ice and snow-capped drifts, as well as sand and earthen hills, is almost impossible. In addition, an increased resistance to the movement of the vessel is created due to the large contact surface of the vessel’s elements with water, and also in the case of movement of the vessel through the water under waves, significant resistance arises.

A hovercraft is known, comprising a hull, a blower unit with a steering device, an air cushion area fence with bow and stern elements and side skegs provided with flexible guards attached to their lower part; these barriers reduce air loss from the air cushion area and accordingly reduce the required air flow, which increases the efficiency of the vessel (Patent RU No. 2167775, B60V 3/06 of 08/15/2000).

The disadvantage of this vessel is the fact that when the vessel moves on an air cushion above the water, especially in rough seas, the contact area of the outer surface of the flexible fence with water increases, which significantly increases the resistance to movement of the vessel; in addition, if the direction of movement of the waves does not coincide with the direction of movement of the vessel, the resistance on each side of the vessel will be different; as a result, the ship is rocking along its course, and stability along the course is deteriorating.

A technical solution is known, chosen as one of the analogues - an amphibious vessel with a compressed pneumatic flow creating air pressure under the bottom, the latter is made of parts at different angles, the sash is located on the front of the hull with a rudder, while in the aft lower part of the hull immediately in front of the steering device, the bottom is made with a longitudinal ledge with a cut towards the bow, with an air intake channel of the discharge device in the form of an impeller, the air from the nozzle of which is supplied under glom under the bottom of the vessel, the ledge is located in the lower middle part of the stern in the center of the bottom and forms two pneumatic channels on both sides of the ledge, while the movable horizontal partition on the axis of rotation is additionally fixed to the impeller nozzle to continue the air channel towards the ledge with a cut, in addition , to the bottom in the zone of the ledge with pneumatic channels a rotary shield is fixed on the horizontal axis of rotation with the possibility of its abutment in the closed position to the bottom of the ledge, while on the outside of the sides of the vessel guides are fixed in the form of protrusions-openers from two interconnected vertical plates, one of which is rigidly fixed to the side and is a limiter against tipping the second plate to the outside, and the second plate has an axis of rotation with the possibility of rotation and adjoining to the beveled portion of the lower part of the side of the ship towards the bottom and spring-loaded relative to the first plate. In addition, the steering wheel with the flap further comprises a second flap pivotally mounted to the first, and is spring loaded relative to the first flap with the possibility of its rotation in the vertical plane (Patent RU No. 2552581, B60V 3/06 of 06/10/2015).

However, despite its wide capabilities, when driving this vehicle, narrow multi-channel pneumatic channels are separated by a step with an inclination in the center of the bottom of the vessel in the aft part, which makes it possible to separate the air flow from the impeller and enter two closed pneumatic channels. In this case, the steering wheel is fixed on the side of the blind part of the ledge behind the stern and a vertical shield is fixed to the vertical axis of rotation, deflecting the air flow and simultaneously immersed in water, which has a large dynamic effect on its lateral plane, and the complexity of the composite steering wheel in the form of two mechanically connected steering wheel plates. At the same time, in movement, and especially when the vessel turns (to the right or left), behind the stern, the high-speed air-water stream hits the plane of the shields and its vertical axis, upward flows of water (there is no cover from above) and air (mixed) upward in the open part of the stern directly behind the open part of the stern, which causes gushing and flooding of part of the deck of the vessel at the rear. In addition, with vertical movement of the rudder, vertical stability is reduced and control safety is reduced, since the rudder is complex in design and requires some improvement (modification), in particular, limiting the angle of deviation to the right or left when turning at high speed of the vessel created by the work engine power, especially when the vessel in motion reaches cruising speed, which was confirmed by full-scale tests of the built prototype (full-scale tests are the same torus, which indicates the need for further development of the device, and should be considered for implementation in production). In other words, to eliminate fountains and splashes after such disturbances of air-water flows at cruising speed, to increase efficiency, such speed characteristics can be realized only by placing in the middle part of the vessel towards the impeller of the control panel in the form of two independently rotating dampers mounted on a common axis in the center of the bottom, with perforations, the outer surface of which is made of curved plates in the form of fins.

In addition, it is necessary to have a device for a simple and reliable way of moving an amphibian vessel due to the presence of dynamic forces on the plane of the turntable and creating a transition of the rudder position for its different angular movements in order for the amphibious vessel to go into a controlled movement when cruising speed is reached. The increase in air volume from engine power increases, and its volume is used in the management of the vessel. This, in turn, also affects the maneuverability of the vessel, generally for the invention. In other words, the task is being solved to ensure increased stability and controllability of an amphibious vessel in the air flow at high speeds, increasing the efficiency of the vessel.

As a result of a patent search, the air sledges are known from the prior art, namely, transport with propellers creating air pressure under the bottom and moving the transport, with a skirt holding air under the flat bottom and floats supporting transport on water, the bottom is made of parts under different angles for the location under the bottom of the rotating rings with pterygoid inserts that create reactive thrust of the vehicle forward when flowing around with an air stream, creating dynamic pressure on the profile Part of the bottom with WIG effect and reaction pressure at the oscillating flaps disposed at the front of transport (Patent RU №2478502, B60V 1/04, 15/00 V62V from 10/04/2013).

The disadvantages of the known vehicle on a dynamic air cushion with propellers and their control are low longitudinal stability and insufficient safety of the vessel, in particular, when cornering at high speeds of the vessel.

This is explained by the following.

1. There is a progressive instability, firstly, of two separately fixed and swinging shutters for skipping under the bottom of the water, and secondly, when manually controlled at the exit under the bottom of the rudders, deflecting the air flow to rotate the device, a large dynamic effect on the whole plane of the steering wheel causes difficulties in managing and holding for a given angle of rotation of the vessel in motion.

2. Separated water-air flows under the bottom, not yet reaching the end of the stern, provide loss of speed characteristics of the vessel in motion, efficiency decreases, the vessel builds up and its instability, there is a large release of accumulated energy, ie gushing of the air-water flow behind the stern of the vessel, its deck is filled with high-speed movement of the vessel, this will be especially noticeable when turning right or left. Thus, the steering wheel at the rear of the stern creates negative phenomena of hydrodynamics of pressure forces on the entire plane of the steering wheel immediately under the bottom behind the stern, in turn, this can cause an emergency if not to take into account the increase in air volume from the power generated by the engine.

In other words, when the trajectory of the steady-state air-water flow changes during the cruising speed of the vessel in motion and in turns when the crew is in control, the safety of the vessel in movement is impaired, difficulties arise in controlling the vessel with high speed characteristics and large dynamic effects on the steering device, i.e. The known device requires a serious approach to design. In addition, the technical task of the proposed solution is also to increase traction in the movement of the vessel during the operation of the impeller in the movement of the vessel. Thus, the known device requires design improvements, creates difficulties and has poor performance, low efficiency and insufficient dynamics of traction force in various application conditions.

The task of the invention is to remedy the aforementioned disadvantages; safety and ease of control with speed characteristics for an amphibious vessel, its practical implementation and for the device of traction force, as well as an increase in speed characteristics in the movement of the vessel, in addition, having high efficiency and better controllability.

The technical result is the management of water-air flows, reducing the yaw of the vessel and increasing its stability along the course, i.e. expanding the functionality of the famous hovercraft.

The specified technical result is achieved by the fact that in an amphibious vessel with compressed air flow comprising a hull with a propulsion system that creates air pressure under the bottom and moving the vessel, the bottom is made of parts located at different angles, the sash, according to the invention, the propulsion system is made with a steering device, regulating the injection of air into the separation chambers, the bottom has a hollow and through wedge-shaped redan in the center, made equivalent to the side walls of the skegs, with a sharp edge and at an angle ohm to the bottom towards the stern, while between the redan and the steering device for turning it is rotatable and fastened relative to the axis of the sash along the height of the redan in its initial part, while the steering device is made with a shield in the form of independently rotating shutters mounted on a common axis along the center of the bottom and in the zone of the impeller nozzle, while the shutters are made with perforations, the outer surface of which is made of curved plates in the form of fins, the free end of each of which is located in the side well, the movement of air flow, and each movable device can be in the working position in the same vertical plane with the redan, in which they form a longitudinal common wall with longitudinal channels for pumping air under the bottom of the body, and also form each steering device in the working position for turning vessel.

These differences are significant, since a hollow and through wedge-shaped redan comes into contact with the water surface located under the bottom of the vessel, which avoids the negative rarefaction that occurs on the underwater hull in this area when the vessel moves and will be at least zero, and therefore , will reduce the total resistance of the water to the movement of the vessel.

It should be noted that the installation at the end of the redan point and two independently rotating dampers mounted on a common axis in the center of the bottom, the outer surface of which is made by curved plates in the form of fins, will improve the seaworthiness of the vessel, in particular, reduce the longitudinal swing of the vessel in the opposite direction, and also improve operational characteristics at an angle of divergence towards the air flow, and allows you to control the course of the vessel, caused by the drift angle and the inclination to the inside th board skeg when turning. At the same time, the air injection into the opposite chamber of the bottom of the vessel increases. The impeller is located in the bow, and the point of application of force is in front of the center of mass of the vessel, which ensures the creation of a corresponding unfolding moment associated with the rotation of the flaps in the nozzle area. In addition, dynamically stable rudders (dampers) vertically inside the bottom of the vessel should also be considered and the destination angle of their rotation (divergence or convergence among themselves) in one direction or another rotation of the dampers vertically. In this case, the flaps are located in the direction of the impeller nozzle with minimal resistance when they converge (add up to one vertical). The high-pressure compressed air pressure in the pneumatic channels is maintained throughout the entire path of the ship, which makes it possible to reduce the power requirement of the impeller used to create high-pressure gas-dynamic jet and maintain it when the ship is moving along a straight path. With regard to the turns of the vessel, there comes a time when it is necessary to push one or both of the shutters under the bottom of the vessel in turns in one direction or another. The lateral force caused by the drift angle and the inclination to the inner side during a turn allows you to control the course of the vessel simultaneously with a decrease in air injection into the opposite chamber, separated by two rudders, combined with the position of the wedge-shaped redan towards the stern. When controlling an amphibious vessel with compressed air flow, a set of forces and moments due to the steering devices of the vessel is taken into account, and its efficiency and safety in maneuvering in the air cushion mode are ensured.

Thus, a stream of air can be sent to any side channel under the bottom of the vessel toward the stern, respectively, to control it to the left or right in the long run, and internal disturbing factors under the bottom of the vessel between the side walls of the skegs are suppressed.

At the same time, such a structural arrangement of the steering shield, made in the form of two independently rotating shutters mounted on a common axis in the center of the bottom, and their structural form of the side surface with a change in the distance between them can improve the controllability of the vessel at high speeds.

Accordingly, in this case, the longitudinal hollow through redan forms a vacuum when the vessel moves and draws in air under the bottom and air lubrication reduces the friction resistance of the hull towards the stern, which significantly increases speed. Minimal trim and air lubrication allow the vessel to go on planing almost at the beginning of movement. In this case, the rotary device, made in the form of a sash, is located in the thickness of the water flow in the working position, touching the water surface when the vessel is moving in a straight line along the course, and acts as a keel in the same vertical plane with the wedge-shaped redan. Thus, it also gives the ship a horizontal stable position and allows the ship to glide smoothly when moving on water, subject to the speed limit.

Braking of such a vessel is carried out by increasing the resistance to the movement of the vessel acting on the sliding shutters when they diverge towards each of the side skegs by increasing the resistance to the movement of the vessel acting on the skegs, while reducing the air supply to both chambers by the impeller and to rotate the shutter at low speed a vessel that is located directly in the water column in front of the impeller nozzle.

The applicant has not identified technical solutions identical to the claimed invention, which allows us to conclude that it meets the criterion of "novelty."

The implementation of the distinguishing features of the invention leads to the emergence of important new properties of the object: there is a deviation of the air stream upon contact under the bottom with the flaps in one direction or another, having perforation holes, the outer surface of which is made by the above structural finning, respectively, of each flap. Air flow having a speed simultaneously and continuously from two sides, but with different pressures on the lateral surface of the dampers, provides a reduction in dynamic effects when they are rotated at different angles of rotation of the vessel, depending on the mass of the jet entering one or another channel of the bottom of the vessel. Changes to the divider shutter in the form of a shield installed in the nozzle of the impeller supplying compressed air flow regulate the speed in the channels under the bottom of the vessel, while simultaneously turning in one direction or another on turns towards the side of the skegs, i.e. we get the difference in pressure forces on each valve, the difference between the resistance to the movement of the vessel on each side decreases, respectively, the yaw of the vessel and the stability increases in the direction of rotation.

The applicant has not identified any sources of information that would contain information about the influence of the distinguishing features of the invention on the achieved technical result. The above allows, in the applicant's opinion, to conclude that the claimed technical solution meets the criterion of "inventive step".

The invention is illustrated by drawings, which depict:

in FIG. 1 schematically shows the proposed vessel in compressed air flow;

in FIG. 2 is a side view of the proposed amphibious vessel in compressed air flow;

in FIG. 3 schematically shows the proposed vessel, bottom view, isometric view;

in FIG. 4 - shield, made in the form of independently rotating shutters mounted on a common axis, in the expanded form, section;

in FIG. 5 is a side view of a flap surface design with curved plates in the form of fins.

An amphibious vessel in compressed air stream contains an impeller 1 located in the bow of the vessel, where the movement occurs in an enclosed space, a mounting body 2 and a transition section 3 with the formation of a nozzle 4. As a result, the air pressure at the outlet increases. The nozzle 4 is connected in length along the base of the bottom of the intake channels 5 and 6, which are separated by a leaf 7 with an axis 8 for turning them, with a hollow and through wedge-shaped redan 9 with a sharp edge located at an angle to the bottom towards the stern. The steering device is made in the area of the nozzle 4, in which a flap 10 (divider) is installed, made in the form of two independently rotating shutters 11 mounted on a common axis 12. The outer plane of each shutter 11, from the air movement side, is made with perforation holes 13 in which are rigidly fixed curved plate 14, made in the form of a fin of its plane in a checkerboard or other arrangement with perforation holes. The rotation of the steering devices 7 and 10 can be achieved by using a horizontal rail construction (not shown) made on top in the form of gear protrusions, the assembly of which is connected to each axis of rotation of 8 and 12 steering wheels (not shown). Thus, the flat bottom in cross section can be made both flat and in the form of an inverted semicircle (not shown) and bounded on the sides by skegs, which on the outside are made with an angle with a decreasing base in the direction of contact of the supporting surface with two rectilinear channels 5 and 6, separated by rotary devices 10, 7 and a wedge-shaped redan 9, which allows free and compressed passage of the divided part of the air flow connecting at the end of the edge of the redan 9 in the stern of the vessel, which uet overall yield pnevmopotoka the atmosphere. This shape of the bottom of the pneumatic channels, the redan and the side walls of the skegs allows you to have good stability of the vessel, which allows you to feel confident both when the surface of the water is agitated (on the waves) and when controlling the air-cushion vessel with a set of emerging forces and moments due to the operation of the steering device 10 vessel. Steering devices 7 and 10 with axles 8 and 12 are equipped with adjustable rods on the deck of the vessel (for example, similar to the steering wheel of a car).

In the closed position, both shutters 11 are located in the same vertical plane with the wedge-shaped redan 9 and in one direction towards the placement of the shutter 7 (rudder) in the vertical position on the attachment axes 12 and 8. The steering devices do not interfere with the operation of the vessel in winter conditions, when traveling along land, ice or snow, as well as on water, which allows you to control the course of the vessel. The steering wheel 7 and redan 9, released into the water by the lower edges, make it possible to dive to a greater depth in water, and the possibility of a hollow and through redan 9 to form a vacuum that sucks air from the water, provides air lubrication, which reduces the friction resistance of the lower edge (part) redana.

During the movement of the vessel, steering devices of the vessel, which are connected with the helm of the crew on the deck (similar to the steering wheel of a car), are usually used to provide turns.

The design form of the rudders 7 and 10, the position of the shutters 11, their structural dimensions and location in the closed nozzle of the impeller allow the vessel to rotate when the shutters are turned relative to their vertical common axis 12 and relative to each of the channels 5 and 6 in the air flow release mode, controlling the ship at large speeds of movement and rotation. All this in general causes the amphibian vessel to be economical in comparison with the known technical solution and ensures the reliability of the vessel.

Naturally, the interconnection of all elements under the bottom of the vessel, as well as the form of steering devices, taking into account the use of an impeller, can significantly take into account the mode of dynamically stabilized release of air flow in the channels, controlling in the bow of the vessel, and the point of application of this force is in front of the ship's center of mass, which provides creation of the corresponding unrolling moment.

Amphibious vessel in compressed air flow operates as follows.

When docked, this vessel rests on the side skegs and the bottom of the vessel. For translational movement of the vessel, impeller 1 is driven. During operation, the impeller (mover) creates horizontal thrust, air is supplied to the nozzle 4 and is divided into two flows by a shield 10 (divider). The air flow flowing around the shield 10 (steering device) creates an increased traction force and, expanding in front of the stern due to the decrease in the wall of the wedge-shaped redan, leaves behind the stern.

The vessel is controlled in a pneumatic flow by means of a steering device 10 made in the form of two independently turning shutters 11 mounted on a common axis 12 in such a way that, when turning right, the discharge into the left chamber 5 is reduced, since the shutter blocks the air into the left chamber 5, and the right-hand damper 11 at this time is located along the longitudinal axis coinciding with the wedge-shaped redan 9 in the center of the bottom of the vessel, and air injection into the right-hand chamber 6 is increased. Such control leads to the bank of the vessel with touching the support surface onboard skeg. The resistance force acting on the right skeg and simultaneously on the wing 7 and the wedge-shaped redan in contact with the supporting surface creates a moment that turns the vessel around the vertical axis. The lateral force caused by the drift angle and tipping on the inner side when turning, allows you to control the course of the vessel. Simultaneously with a decrease in the air injection into the chamber 5, located on the turning side, the air injection into the second chamber 6 is increased. An increased angle of heel is achieved and the lateral force increases due to the difference in the air injection into both chambers 5 and 6, acting on the vessel during control them.

As a result of the rotation of the air flow, for example, the rotation of the left shutter 11, onto the shutter 11 with perforation holes 13 with curved plates 14 in the form of fins on the outer plane (from the skeg side), a partial air throughput is realized inside the channel 5, simultaneously through the right shutter 11 located in the same plane as the sash 7 and redan 9, the compressed flow also partially passes through the holes 13 with curved plates 14 in the form of fins on the side of the other skeg (on the right) from the side of channel 6, to the side and towards the flow in low-flow air in channel 5. These air flows interact, mixing with water, i.e. in this channel 5, only a small part of the air contacts, as a result of which the steering 10 decreases the air resistance to the turn of the left shutter 11 located in the nozzle 4, under the conditions of the outgoing compressed flow from the impeller 1, and the point of application of this force is in front of the center masses of the vessel, which ensures the creation of an appropriate unfolding moment. Thus, between the dampers 11, an effect of ejected air occurs to some extent, affecting the turning force of each of the dampers 5 or 6 in one direction or another of the skegs, the surface of the dampers is equipped with ribbing, which makes it possible to increase the reliability of the steering wheel 10 s less effort, as they regulate the speed of the air flow in the nozzle 4 coming from the impeller. At the same time, water splashes over the sides of the skegs are not allowed at high speeds of movement and turning, since they are covered from above by a closed nozzle 4. In addition, when the vessel moves along the course, the shutter 7 and redan 9 act as a keel.

To switch from the maximum mode of movement to the small speed of the ship, the engine speed of the impeller 1 is reduced, and at the same time, the sash 7 is turned on the vertical axis 8, changing the resistance to movement in water to turn (turn) the ship at low speed. The dampers 11 are folded (combined) using a common axis 12 into one vertical wall, coinciding with the longitudinal position of the wedge-shaped redan 9. Since the rudder 7 is located under the bottom of the vessel closer to the steering device 12 and at the same level at the beginning of the end of the redan 9, this does not create a gushing parts of the jets up, and they do not extend beyond the very edges of the skegs, since they are covered from above by the bottom of the vessel. It should be noted that to control the rotation of the vessel it is possible to use simultaneously the rudder 7, respectively, with the rotation of the air flow in one direction or another.

For braking, flaps 11 are also used on the common axis 12, which are moved apart in different directions to the lateral skegs, using reduced engine speeds of the impeller 1, until it stops completely.

In addition, it should be noted that the pressure in both chambers during turns of the vessel changes accordingly, this follows from the flow control, in proportion to the ratio of the cross section in the nozzle 4 due to the shutter 11 of the air passage from the impeller 1, i.e. the air outlet velocity in one of the channels can reach a maximum.

To move the flaps and flow around the surface with ribbing (full or partial opening), the main criterion is the rotation of the axis from one extreme position to another, and also associated with the transverse width of the bottom of the vessel, ensuring its rotation (turn) in movement along the water along the course. Therefore, only a small part of the sash and the wedge-shaped redan is in contact with water in the direction of the stern, which significantly reduces the resistance to movement of the vessel, even in conditions of excitement; as a result, the yaw of the vessel decreases, its stability along the course improves, and this provides passengers and crew with comfort when traveling at high speed along the waves.

The combination of features and the degree of disclosure of the essence of the invention are sufficient for its practical implementation in the development and manufacture of amphibious vessels in compressed air flow. The proposed technical solution can be used to create high-speed small boats, also capable of moving on water, snow, ice and soil surfaces.

Claims (1)

An amphibious vessel with compressed air flow, comprising a hull with a propulsion system creating air pressure under the bottom and moving the vessel, the bottom is made of parts placed at different angles, a sash, characterized in that the propulsion system is made with a steering device that regulates the discharge of air into the separation chambers , the bottom has a hollow and through wedge-shaped redan in the center, made equivalent to the side walls of the skegs, with a sharp edge and at an angle to the bottom towards the stern, while between the redan and the steering m device for rotation is placed with the possibility of rotation and mounting relative to the axis of the sash along the height of the redan in its initial part, while the steering device is made by a shield in the form of independently rotating dampers mounted on a common axis in the center of the bottom and in the zone of the impeller nozzle, while the dampers are made with perforation holes, the outer surface of which is made by curved plates in the form of fins, the free end of each of which is located in the direction of movement of the air flow, each movable device ystvo may be in a working position in the same vertical plane with redanom at which they form a longitudinal common wall with longitudinal channels for injecting air at the bottom of the housing and form in each working position a steering apparatus for turning vessel.

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