RU2781170C1 - Multi-hull vessel - Google Patents

Abstract

FIELD: shipbuilding.

SUBSTANCE: invention relates to the field of shipbuilding. A vessel is proposed that contains hydro-skis and/or hydrofoils, at least three hulls: the first hull, the second hull and the third hull, the mentioned first and second hulls are designed in such a way that they are able to provide positive buoyancy of the entire ship as a whole without immersing the third hull into the water, said first and second housings are located essentially parallel to said third housing to the left and right of it, respectively, said first and second housings are connected to the third housing by adjustable supports, made with the possibility of changing the vertical distance between the said first and second housings and the third housing wherein the adjustable supports and hydro-ski and/or hydrofoils are made in such a way that they provide the possibility of transition from a position in which buoyancy is provided only by the first and second hulls to a position in which buoyancy is provided only by hydro-ski and/or hydrofoils.

EFFECT: combining high speed and seaworthiness in one vessel, increasing the smoothness of the vessel's transition from a low-speed displacement mode to a high-speed gliding mode, a screen-gliding movement mode.

27 cl, 10 dwg

Description

FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

The invention relates to the field of shipbuilding, namely, to multi-hull vessels with a variable height of the main hull relative to the water surface.

BACKGROUND OF THE INVENTION

Known multihull vessels containing the main body and two auxiliary buildings located on the sides of the main body (US 4474128, RU 2653983, RU 2726586, SA 2119417 and FR 2516042). Auxiliary hulls serve mainly to stabilize the third hull during rolls.

A large number of multi-hull vessels are known to have a SWAT layout, assuming that the vessel consists of at least three hulls: the main one, located in the center from above, and additional ones, located at the bottom on the sides. In this case, the third hull is located almost completely above the water, and the first two completely ensure its buoyancy and, as a rule, are almost completely located underwater 4867090, US 5301624, US 5941189, WO 8702641, GB 2047631). This arrangement allows you to reduce the perimeter of the waterline and, as a result, drag during movement.

Also known are vessels with a SWAT layout, in which the supports connecting the first and second hulls with the third hull are adjustable (US 5325804, US 5237947, US 4944238, US 5277142, US 5848574, US 7040244, WO 2007135486, WO 2012135718, WO 2012136980, WO 2013043171, WO 2015151983, WO 2017063202, ES 2570079, AU 8703191, DE 3614291, FR 2552046, FR 2997919 and GB 1306438). The ability to adjust the supports in known ships allows you to change their draft.

The vessels mentioned above, which have a SWAT layout, are not intended for movement in high-speed gliding mode.

Finally, a small number of SWATH multihulls are known to be equipped with hydrofoils (US 6073569, US 5544607, US 4944238, US 4981099, EP 0648668 and JP S5682687).

However, in known vessels, the hydrofoils are either attached to the first and second hulls or to the third hull and operate in all modes of motion. In this regard, vessels with such a layout have excessive draft and increased fuel consumption in a displacement mode of motion. In addition, the transition from the displacement mode to the glider / ekranoplan mode requires increased fuel consumption (to overcome the so-called "drag hump").

DISCLOSURE OF THE INVENTION

The objective of the present invention is to create a multi-hull vessel with a combination of the following qualities:

- the ability to move in low-speed displacement mode and high-speed gliding mode;

- smooth transition from displacement to gliding mode;

- higher efficiency (minimum wave resistance and washed surface) and draft in low-speed (displacement) mode compared to traditional single-hull hydrofoils;

- reduced dynamic loads during waves compared to single-hull vessels in low-speed displacement mode,

- reduced dynamic loads in high-speed mode due to hydroski depreciation,

- the ability to switch from the hydrofoil mode to the glider / ekranoplan mode.

The technical result provided by the use of the invention consists in combining high speed and seaworthiness in one vessel, increasing the smoothness of the vessel's transition from a low-speed displacement mode to a high-speed gliding mode, a screen-gliding movement mode.

The above technical result is achieved due to the fact that the proposed vessel, characterized in that it contains,

hydro-skis and/or hydrofoils,

at least three buildings: the first building, the second building and the third building,

said first and second hulls are made in such a way that they are able to provide positive buoyancy of the entire ship as a whole without immersing the third hull in water,

said first and second housings are located essentially parallel to said third housing to the left and right of it, respectively,

said first and second bodies are connected to the third body by adjustable supports configured to change the vertical distance between said first and second bodies and the third body,

characterized in that it

adjustable supports and hydro-ski and/or hydrofoils are made in such a way that they provide the possibility of transition from a position in which buoyancy is provided only by the first and second hulls to a position in which buoyancy is provided only by hydro-ski and/or hydrofoils.

The vessel, with a sufficiently developed main hull and or the use of devices that expand the main hull, has the ability to switch from hydrofoil or gliding mode to motion on the screen and or dynamic air cushion.

In the following, the aforementioned vessel, described in general categories, is illustrated by the example of some particularly preferred embodiments that provide additional advantages.

The first and second hulls can be additionally equipped with ballast tanks equipped with kingstones and pumps. This allows you to control the draft of the first and second hulls (and the vessel as a whole), as well as the side trim.

The first and second bodies can be made in such a way that more than half of their volume or even the entire volume in the lower position is located below the surface of the water. In other words, the displacement first and second bodies may be semi-submerged to reduce drag. The immersion depth of the first and second bodies is variable. If necessary, for example, in the parking lot, water is pumped out of the ballast tanks of the first and second hulls to reduce draft.

To reduce drag, it is preferable when the ship's hulls (first, second and third) are streamlined.

The aforementioned first and second bodies may be additionally provided with horizontal and/or vertical stabilizers. Stabilizers, along with the rudder and hydrofoils (if any), allow you to maintain a given course and trim of the vessel, especially in rough conditions.

The aforementioned third hull, located entirely above the water, interacts with the air flow when the vessel is moving. Preferably, the shape of the third hull is streamlined to provide low aerodynamic drag. However, depending on the need, the shape of the third hull may further provide positive aerodynamic lift, negative aerodynamic lift, or zero aerodynamic lift.

To further increase maneuverability (the ability to quickly change course, brake, etc.) or to additionally stabilize the vessel (for quick roll or trim correction, course or trim stabilization, rollover control), the aforementioned third hull can be additionally equipped with air tail elements selected from the group consisting of wings, flaps, ailerons, spoilers, rudder, elevators, vertical stabilizer and horizontal stabilizer.

The main function of the aforementioned adjustable supports is to ensure that the first and second hulls are positioned in predetermined positions relative to the third hull when the ship is moving in various operating modes. First of all, the supports must provide a change in the height of the third hull relative to the plane of the displacement first and second hulls for the transition from low-speed (based on displacement hulls) to high-speed mode (based on hydro-skis or hydrofoils) and back.

Said adjustable mounts may be streamlined so as to provide low drag.

In one of the simplest forms of execution, the aforementioned supports are made rotatable, that is, in such a way that the change in the vertical distance between the bottom of the aforementioned third body and the plane of the first and second bodies is carried out by changing the dihedral angle between the bottom of the aforementioned third body and the first and second bodies.

The aforementioned supports may provide positioning of the first and second bodies relative to the third body, including independent positioning of the first and second bodies.

In one of the preferred forms of execution of the vessel, said supports can be made in such a way as to further provide the possibility of changing the angle of roll or pitch of the aforementioned third hull. This can be useful, for example, to counteract rollover during sharp turns (artificial roll allows you to compensate for the deviation under the action of centrifugal force), acceleration and deceleration, or for the convenience of the crew (tilt of the third hull in the direction opposite to centrifugal force or acceleration makes it possible to reduce the deviation of the angle of inclination of the resultant force relative to the vertical).

In yet another preferred embodiment of the vessel, the supports can be configured in such a way as to further enable the yaw angle of the aforementioned first and second hulls to be changed independently of each other. This allows you to orient the first and second hulls in such a way as to ensure the braking of the vessel by the "plough", or use them for maneuvering along with the rudders.

The drive of the adjustable supports can be provided by various means, for example, using electric motors and lever systems or jacks, however, in the most preferred form of the vessel, the drive of the said supports is carried out by means of hydraulic cylinders or pneumatic cylinders.

Changing the course of the vessel while moving can be provided by various means. For example, if a water jet is used, the direction of movement can be changed by changing the direction of the jet. If a pair (or more) of propellers is used, then the direction of movement can be changed by changing the thrust on the propellers. Also, the change of direction can be carried out by turning (changing the yaw angle) of the first or second hull or changing the orientation of hydroskis and/or hydrofoils (if they have vertical planes). If a propeller is used as a propeller, then taxiing can be carried out either by changing the thrust vector. At high speeds, taxiing (or at least course correction) can be done by means of air rudders.

In a preferred embodiment of the vessel, said first, second and/or third hulls are equipped with a rudder. The rudder may be one or more controlled devices having a turning plane capable of creating hydraulic resistance to the oncoming flow of water, deflecting the vessel in one direction or another relative to the course. Alternatively, the rudder may deflect in one direction or another the flow of water generated by the propulsor.

The aforementioned rudder, which is equipped with the third hull, in one of the preferred embodiments of the vessel, can be made in such a way as to be below the water level in both the upper and lower positions of the aforementioned first and third hulls. In this case, the possibility of hydrodynamic taxiing is provided both in low-speed and high-speed modes of movement of the vessel.

Any suitable type of propulsion may be used to ensure the forward motion of the vessel.

In one of the preferred forms of execution, the ship is equipped with a hybrid propulsion system, in which the generator is located in the third hull, and the main propulsion units with electric motors are located on top of the movable beam in the form of the letter "A", the base of which is hinged in the rear part (transom) of the third hull . The propellers are also hinged on the beam. This arrangement allows you to position the mover in an optimal way, regardless of the clearance and driving mode. Such an arrangement increases the maneuverability of the vessel due to the ability to rotate 360 ° in the azimuth plane of the main propulsion unit. The mobility of said beam in the elevation plane provides high maintainability. Also, when moving at high speeds, the mentioned beam, having a significant length, reduces the risk of a coup over the transom, which is characteristic of ekranoplans with a poorly developed fuselage. The overturn prevention is caused by the immersion of a significant part of the beam into the water when an overturning moment occurs on the main body at high speed. In turn, the immersion of the mentioned beam will lead to the occurrence of a braking moment of loss of speed and the alignment of the vessel.

In yet another preferred form, the vessel may be equipped with auxiliary trolling motors which are located at the ends of the first and second hulls.

The propellers may be a pusher propeller and/or a jet propulsion nozzle.

At the rear of the aforementioned third hull, in one of the preferred embodiments of the vessel, at least one pusher propeller or jet engine can be located.

The number of hydro-skis and hydrofoils in the vessel may be different. For example, a vessel may comprise two hydro-skis substantially parallel to each other, or three hydro-skis, two of which are parallel to each other and the third located in the front and/or rear (which provides additional stability in turns) part of the vessel ( which is convenient if the third hydro-ski is used for taxiing). At the same time, a hydro-ski (hydrofoil) may be the only one. The number of hydroskis (and hydrofoils) is determined taking into account their ability to maintain the third hull on the surface while moving and provide the necessary stability of the vessel.

To ensure the transition of the vessel from slow speed to fast speed, it is necessary that hydroskis have the ability to lower (to come into contact with the surface of the water) and rise (to avoid contact with the water and excessive resistance when the speed is insufficient to switch to planing mode). To this end, the hydro-ski can be connected to the aforementioned third hull by means of adjustable supports configured to change the vertical distance between the ski and the lower surface of the aforementioned third hull. Alternatively (in the simplest version), the supports are not adjustable, and the lowering of the skis occurs automatically as a result of the functioning of the lever system when the side cases are raised.

The aforementioned adjustable supports of the hydro-ski, in one of the preferred forms of execution of the vessel, can be made with the additional possibility of changing its pitch, roll and/or yaw angle. The ability to control the orientation of the hydro-ski can be useful either for steering while moving, or for compensating for roll / rollover during sharp maneuvers, acceleration and braking.

The aforementioned hydroski supports, in one of the preferred embodiments of the vessel, can be additionally provided with shock-absorbing means. This feature improves ride and speed in rough conditions and reduces hull shock and vibration.

As with hydroskis, hydrofoils can be configured to change the angle of attack. If hydrofoils have a vertical section of sufficient area, it can act as a rudder, which provides additional maneuverability of the vessel.

The layout of the wings on the ship's hulls, their shape and number can vary greatly, as long as sufficient force is provided to keep the third hull above the water when moving, and sufficient stability of the vessel.

In one of the preferred embodiments of the vessel, the aforementioned hydrofoils can be attached to the aforementioned first and second hulls. Preferably, when they are placed in such a way that in the lower position of the side housings they are above the water surface, and in the upper position they are in the water column due to the rotation of the supports of the side housings without the use of additional means.

In the case when the hydrofoils have a vertical plane and are made rotatable, they can be used to change the course along with the rudders, or instead of the rudders. Thus, the aforementioned hydrofoils, in one of the preferred embodiments of the ship, can be designed in such a way as to allow course correction.

Similarly, if the hydrofoils have steerable horizontal planes, they can be used to correct the bank angle during maneuvers in a manner similar to the ailerons of an air wing.

Any suitable materials can be used for the manufacture of ship hulls, including materials traditionally used in this field. In one of the preferred forms of execution of the vessel, the aforementioned first, second and/or third hulls can be made of a composite material selected from the group including carbon fiber and fiberglass or an alloy based on aluminum or titanium.

It must be understood that in this text the ship is characterized only by such features that are sufficient to solve the task, fulfill the purpose and achieve the selected technical result; a special mention of all without exception the features and utility characteristics of the ship is not required if the specialists should be aware that ships of the same type have such features and utility characteristics; Moreover, it is not required to limit the generalized features to any specific options, if they should be known to specialists and (or) can be selected according to known rules.

The design and use of the device is clearly illustrated in Fig. 1 and 2 on the example of one of the particular forms of execution.

BRIEF DESCRIPTION OF THE DRAWINGS

On the left in Fig. 1 on the left shows a vessel with the first and second hulls in the lower position with a hydro-ski lowered below the water level. This position is preferred for parking, because. provides maximum stability in the absence of movement.

On the right in FIG. 1 and in FIG. 7 is the same as in Fig. 1 on the left, but the ski is raised above the water level. This position is preferred for low speed travel in displacement mode.

On the left in Fig. 2 and in FIG. 6 shows a vessel with the first and second hulls in the lower position with the hydro-ski lowered to the surface of the water, the glider mode. This position is intermediate in the transition from the displacement mode to the gliding one.

On the right in FIG. 2 and in FIG. 8 is the same as in Fig. 2 on the left, but the first and second bodies are in the up position. This position corresponds to the gliding mode of the vessel.

In FIG. 3 shows the vessel (side view) in low speed mode with the maximum lowered beam in the form of the letter "A".

In FIG. 4 shows the ship in the mode of movement at maximum speed, the mentioned beam is in the upper position.

In FIG. 9 shows the vessel in hydrofoil mode, when the first and second hulls and the hydro-ski are not in contact with the water.

In FIG. 10 shows the ship in the same mode as in FIG. 9, with a change in angle; the propeller beam is on the right.

In FIG. 1-10, the following designations are adopted:

1 - the first building,

2 - the second building,

3 - the third building,

4 - hydrofoil,

5 - hydroski,

6 - hydroski support,

7 - adjustable support,

8 - water level,

9 - beam in the form of the letter "A",

10 - jet propulsion.

IMPLEMENTATION OF THE INVENTION

As shown in FIG. 1 and 2, on the example of one embodiment of the vessel according to the invention, it contains:

hydro-ski (5),

three corps: the first (1) corps, the second (2) corps and the third (3) corps,

said first (1) and second (2) hulls are made in such a way that they are able to provide positive buoyancy of the entire ship as a whole without immersion of the third (3) hull in water.

Mentioned first (1) and second (2) buildings are located essentially parallel to the mentioned third (3) body to the left and right of it, respectively.

Said first (1) and second (2) housings are connected to the third (3) housing by adjustable supports configured to change the vertical distance between said first (1) and second (2) housings and the third (3) housing.

Adjustable supports (7) of the first (1) and second (2) hulls and hydro-ski (5) are made in such a way that they provide the possibility of moving from a position in which buoyancy is provided only by the first (1) and second (2) hulls to a position when which buoyancy is provided only by a hydro-ski (5).

Activation and deactivation of adjustable supports (7) allows you to change the clearance (clearance between the main body and the water surface) by changing the geometric position of the first (1) and second (2) bodies relative to the third (3) body and raise the bodies (1, 2) above surface of the water after switching to planing mode. Meanwhile, as shown in FIG. 1 and 2, the change in clearance and the rise of the bodies (1, 2) occurs due to the rotation of the supports (7) in such a way that the bodies (1, 2) either approach the third (3) body (with an increase in clearance) or move away from it ( with a decrease in ground clearance).

The hydraulic ski (7) is located at the bottom of the third (3) body and is connected to the supports (7) of the second and third bodies by a lever mechanism in such a way that as the clearance decreases and the bodies (1, 2) rise, it automatically lowers in the opposite direction to provide support for the vessel in the gliding mode, and when the hulls (1, 2) are lowered, it rises in the opposite direction.

The hydraulic ski (5) is located at the bottom of the third (3) hull and is connected to it by hydraulic supports in such a way that as the clearance decreases and the hulls (1, 2) rise, it automatically lowers in the opposite direction to support the vessel in planing mode, and when lowering the bodies (1, 2), it rises in the opposite direction. Also, the hydro-ski (5) has the possibility of independent lowering and lifting in the parking position and during the transition to movement on hydrofoils (4).

If the forward speed of the vessel is low, for example, when the vessel is just starting to move or when movement at high speed is unsafe (due to high seas, gusts of wind and other adverse factors), the proposed vessel moves in a displacement mode, in which the first (1) and the second (2) hulls are lowered and preferably submerged, providing lower drag compared to monohulls. In this mode, the hydro-ski (5) is pressed against the bottom of the third hull and does not touch the surface of the water.

As the speed increases, the clearance is reduced by changing the angle of inclination of the supports (7) relative to the horizontal plane (and the plane of the bottom of the third (3) body). In this case, the distance between the bodies (1, 2) increases, and the hydro-ski (5) comes into contact with the water surface (8) (or the hydrofoils (4) submerge under the water surface (8)).

Hydroskis (5) (as well as hydrofoils (4)) have a much lower drag and/or total surface area of friction on the water compared to the first (1) and second (2) hulls in submerged position and thus they are to a lesser extent hinder the movement of the vessel at high speeds.

The use of hydroskis (as well as hydrofoils (4)), in addition to reducing resistance and friction against the water, allows the use of shock absorbers that soften dynamic loads (vibrations and shocks), which become especially destructive when the vessel moves at high speeds in turbulent water. In particular, the supports (6) of the hydro-ski (5) can be additionally provided with shock absorbers.

In the case of using hydrofoils (4) instead of hydro-skis (5), these elements, being submerged below the level of the waves, almost completely avoid hitting the waves (especially when compared with the level of dynamic loads experienced by a single-hull vessel of the same displacement).

As speed increases, clearance decreases, hydro-skis (5) extend and a lifting force comparable to the weight of the vessel arises on them, a further change in the angle of inclination of the rotary supports is carried out until the first (1) and second (2) hulls of the vessel completely exit the water. Additional lift may also be generated by the flow of air around the third (3) hull (and/or tail of the third (3) hull, if any). At the same time, the ship completely switches from the displacement mode to the gliding mode (or the WIG mode) without overcoming the so-called “resistance hump” in transitional modes, which is typical for high-speed gliding ships and hydrofoils.

In this case, the transition from the displacement mode to the gliding mode (or the WIG mode) can be carried out automatically using the controls, when the vessel reaches the speed value calculated in advance, depending on the weight of the vessel. The weight of the ship can be determined at the stop using draft gauges or other known method.

Thanks to hydro-skis (5) and / or hydrofoils (4) and displacement hulls (1, 2) rising above the water level, the vessel is able to move in the entire range of speeds inherent in modern ships (without the need for a sharp increase in power when switching from low-speed to gliding mode / ekranoplan mode), and is devoid of their shortcomings, which include low speed and low level of habitability during waves of displacement ships, low seaworthiness and increased vibrations of high-speed gliding ships, excessively large draft and low efficiency when moving hydrofoils in displacement mode.

Claims (27)

1. The vessel, characterized in that it contains hydro-skis and/or hydrofoils, at least three hulls: the first hull, the second hull and the third hull, said first and second hulls are made in such a way that they are able to provide positive buoyancy of the entire ship in in general, without immersing the third body in water, said first and second bodies are located essentially parallel to the said third body to the left and right of it, respectively, said first and second bodies are connected to the third body by adjustable supports, made with the possibility of changing the vertical distance between the said first and the second hull and the third hull, characterized in that it has adjustable supports and a hydro-ski and / or hydrofoils made in such a way that it allows the transition from a position in which buoyancy is provided only by the first and second hulls to a position in which buoyancy is provided only by a hydro-ski and/or hydrofoils. 2. The ship according to claim 1, characterized in that the first and second hulls are additionally equipped with ballast tanks equipped with kingstones and pumps. 3. The vessel according to claim 1, characterized in that the first and second hulls are made in such a way that more than half of their volume, and preferably the entire volume, in the lower position during movement is located below the water surface. 4. The ship according to claim 1, characterized in that the aforementioned first and second hulls are streamlined. 5. The ship according to claim 1, characterized in that the aforementioned first and second hulls are additionally provided with horizontal and/or vertical stabilizers. 6. The ship according to claim 1, characterized in that the aforementioned third hull has a streamlined shape. 7. The ship according to claim 1, characterized in that in it the aforementioned third hull has a profile of the longitudinal section, providing the creation of positive aerodynamic lift, negative aerodynamic lift or zero aerodynamic lift. 8. The ship according to claim 1, characterized in that the aforementioned third hull is additionally equipped with air tail elements selected from the group including wings, flaps, ailerons, spoilers, rudder, elevators, vertical stabilizer and horizontal stabilizer. 9. The vessel according to claim 1, characterized in that said adjustable supports are made in a streamlined shape. 10. The vessel according to claim 1, characterized in that the aforementioned supports are made in such a way that the change in the vertical distance between the bottom of the aforementioned third hull and the plane of the first and second hulls is carried out by changing the dihedral angle between the bottom of the aforementioned third hull and the first and second buildings. 11. The ship according to claim 1, characterized in that the aforementioned supports are made in such a way as to additionally provide the possibility of changing the angle of heel of the aforementioned third hull. 12. The ship according to claim 1, characterized in that the aforementioned supports are made in such a way as to additionally provide the possibility of changing the pitch angle of the aforementioned third hull. 13. The ship according to claim 1, characterized in that the aforementioned supports are made in such a way as to additionally enable the yaw angle of the aforementioned first and second hulls to change independently from each other. 14. The vessel according to claim 1, characterized in that the drive of the aforementioned adjustable supports is carried out by means of hydraulic cylinders and / or pneumatic cylinders. 15. Vessel according to claim 1, characterized in that said first, second and/or third hulls are additionally equipped with a rudder. 16. The vessel according to claim 15, characterized in that the aforementioned rudder, which is equipped with the third hull, is made in such a way as to be below the water level in both the upper and lower positions of the aforementioned first and third hulls. 17. The ship according to claim 1, characterized in that in it in the rear part of the mentioned first and second and/or third buildings there are propellers, which are a pusher propeller and/or a jet propulsion unit. 18. The vessel according to claim 17, characterized in that in it the aforementioned propulsor is located in such a way as to be below the water level both in the upper and lower positions of the aforementioned first and second hulls. 19. The ship according to claim 1, characterized in that at least one pusher propeller or air-jet engine is located in the rear part of the aforementioned third hull. 20. The vessel according to claim 1, characterized in that it contains at least two hydro-skis. 21. The vessel according to claim 1, characterized in that said at least one hydro-ski is connected to the said third hull by means of adjustable supports configured to change the vertical distance between the ski and the lower surface of the said third hull. 22. The vessel according to claim 1, characterized in that the aforementioned adjustable hydroski supports are made with the additional possibility of changing its pitch, roll and/or yaw angle. 23. The vessel according to claim 21, characterized in that the aforementioned hydro-ski supports are additionally provided with shock-absorbing means. 24. The vessel according to claim 1, characterized in that the aforementioned hydrofoils are made with the possibility of changing the angle of attack. 25. Vessel according to claim 1, characterized in that said hydrofoils are attached to said first and second hulls. 26. The ship according to claim 1, characterized in that the aforementioned hydrofoils are made in such a way as to provide the possibility of changing the course. 27. The ship according to claim 1, characterized in that the above-mentioned hulls are made of a composite material selected from the group including carbon fiber and fiberglass or from an alloy based on aluminum or titanium.

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