RU40288U1 - SHIP MANAGEMENT SYSTEM - Google Patents

Abstract

The proposed utility model relates to shipbuilding and can be used to control merchant ships, rescue craft and navy ships. In order to ensure stabilization of the pitching and yaw of the vessel, a stream of water rotating in the dynamo-reactive pipe fixed in the hull of the vessel below its waterline is used. The movement of the vessel is carried out by pumping water through a dynamoreactive pipe. The vessel is controlled by jets of water discharged (sucked) through the side channels connecting the dynamo-reactive pipe to the outside water.

Description

The proposed utility model relates to shipbuilding.

Known ship control systems based on the use of water jets, steering and steering devices of various types. The main disadvantages of the above systems are: their low efficiency when circulating (turning) the vessel, significant and constant resistance provided by the protruding parts of the steering devices located in the path of the water flow formed by the mover, the lack of stabilization of the rolling and yawing of the vessel under the influence of wind, waves, etc. .

A known method of controlling a ship, based on the use of a rudder — a plane vertical wing of a symmetrical profile located behind the propeller (propeller) at the stern of the ship [1]. When the rudder is shifted (rotated) at a certain angle, on its surface facing the stream flow created by the screw, increased pressure is formed, and on the opposite - reduced. The pressure difference on the sides of the steering wheel creates a force depending on the rate of water leakage onto the steering wheel, the angle of change, the shape and area of the steering wheel.

The closest solution in technical essence is the reversing-steering device of a water-jet vessel [2], consisting of a water-jet pipe and water-jet flaps. The vessel is controlled by turning the flaps and changing the direction of the water jet emitted from the jet. The disadvantage of the prototype is the difficulty of controlling the vessel in shallow water, near the shallows, with a strong crosswind and with a high wave with large angles of flight of the waves to the heading of the vessel.

The purpose of the utility model is to increase the stability, agility and controllability of the vessel.

This is achieved by the fact that in the vessel’s hull below the waterline a dynamo-reactive pipe is installed, equipped with a propulsion device, jet nozzles for additional twisting of the water flow and reducing friction, reversible flaps and side overlapping channels. Automation of control of the vessel is provided by the radio navigation system, on-board computer, sensors for the angle of rotation of the vessel and the pressure generated by water on the sides of the vessel and on the walls of the dynamo-reactive pipe.

A new one, in comparison with the prototype, is that the water flow rotating at high speed creates a gyroscopic effect, which provides increased stability of the vessel on course and a reduction in the amplitude of oscillations during side and keel rolling, and the jet of water discharged (sucked in) through the side channels creates the necessary forces and moments for controlling the ship. This set of essential features characterizing the essence of the claimed utility model is not known from the prior art, since an analogue characterized by features identical to all essential features of the utility model was not found during research, which allows us to conclude that the claimed technical solution meets the criterion of "novelty."

The proposed technical solution does not follow explicitly from the prior art for a specialist, since the use of a dynamo-reactive pipe equipped with a propulsion device and internal jet nozzles with a gyroscopic effect created in it and the control of the vessel using water jets emitted (sucked) through its lateral overlapping channels cannot be represented as the influence revealed from known solutions, implemented in the form of distinctive features and aimed at achieving s technical result - new properties of the claimed subject matter. Given this, we can conclude that the alleged invention meets the criterion of "inventive step".

Due to the fact that the claimed ship control system is intended for use on river and sea vessels for various purposes, as well as on ships

Navy, the fact that in the description of the proposed utility model the set of features indicated in the formula is disclosed in sufficient detail in the form of a technical implementation of the finished product, i.e. the possibility of its implementation using the means described in the application has been confirmed, and the fact that this system is capable of ensuring the achievement of the technical result perceived by the applicant, it can be concluded that the utility model meets the industrial applicability requirement.

Figure 1, 2 and 3 shows one of the options for the execution and functioning of the proposed system.

The system consists of a dynamo-reactive pipe 1, mounted in the hull of a vessel 2, equipped with a propulsion device 3, jet nozzles 4, reversing flaps 5, side channels 6, 7, 8 and 9, equipped with shutters 10, control actuators 11, an autopilot device 12, an onboard computer 13 , radio navigation system 14, water pressure sensors 15, wind load sensors 16 turning speed sensors 17, lag 18, thrusters 19.

The system works as follows: when the vessel is in forward motion, mover 3 draws water into the dynamo-reactive pipe 1, while giving it a motion that rotates relative to its longitudinal axis, through the nozzles 4, the exhaust gases of the marine engine 20 are pumped into the dynamo-reactive pipe, which create a gas layer between the water and the walls of the dynamo-reactive pipe 1, which reduces friction and imparts additional rotational motion to the water stream. In this case, in the case of calm and lack of lateral flow, all the shutters 10, side channels 6, 7, 8 and 9 are closed. The water pressure on the surface of the right and left sides P1 and P2 are of equal importance, the pressure inside the dynamo-reactive pipe 1, P3 due to the high speed of water pumping by propulsion 3, is lower than the pressures P1 and P2. Reversing wings 5 open.

If there is a lateral flow, wind, when passing near the shallows, the side force F1 acts on the vessel, causing its lateral drift, the force created by the current and the wind is determined by sensors 15 and 16, to prevent the vessel from moving from a given direction (course), the steering device 12 issues a control the signal to the actuators 11 for controlling the shutters 10, opening those that are directed in the opposite direction to the drift, while due to the difference between the pressure inside the dynamo-reactive pipe 1 and the water pressure corresponding s board detected by the sensor 15, the water intake occurs through the channels 6, 7 or 8, 9 of the respective side with the necessary compensation for the lateral drift force F2, the holding vessel at a predetermined radio navigation system 14 of course. If the value of the lateral force F1, significantly exceeds the value of the compensating force F2, the steering device 12 gives a signal for the joint inclusion of the thrusters 19, the corresponding side.

To perform the rotation (circulation) of the vessel at a predetermined angle, the steering device 12, with the propulsion unit 3 operating, issues a command to the control drives 11 of the shutters 10, while the channels located on opposite ends and sides of the ship are opened, resulting from the moments of forces M1 and M2, the ship is deployed relative to the center of mass in the right direction, to increase the moment of forces and increase the angular velocity of rotation, thrusters 19 can be turned on, and one of the reversing flaps 5 can be closed, safe soon be motion vessel excluding its rollover is determined, as indicated by 18. The optimum lag speed is determined by means of the onboard computer 13.

To stop the vessel moving forward, the reversing flaps 5 of the dynamo-reactive tube 1 are closed when the propulsion device 3 is in reverse, the shutters 10 of all channels 6, 7, 8 and 9 open, the thrusters 19 work on the suction resulting from the joint work water flow directed towards the bow of the ship stops him.

To move the ship in reverse, the propulsion device 3, working in reverse mode with closed reversing wings 5, draws water through the channels 6, 7, 8 and 9 and throws it out

through the bow section of the dynamo-reactive tube 1, thrusters 19 can be included in the suction to increase the speed of the vessel.

To brake the ship in reverse, the reversing flaps 5 are opened, and the mover 3 is moved forward (pumping water from the bow of the vessel to the stern).

To move the vessel sideways, for example, at its halt (mooring), the thrusters 19 are turned on so that the channels 6 and 8 facing the berth 21 work for suction, and the channels 7 and 9 facing the opposite side work for water discharge, reversing folds 5 remain open; mover 3 is stopped. It is also possible lateral movement of the vessel due to the propulsion of the propulsion device 3 forward with closed reversing wings 5 and open channels 6 and 8 or 7 and 9, corresponding to a given direction of movement of the vessel.

To slow the ship moving sideways with the help of thrusters 19, the direction of water movement in channels 6, 7, 8 and 9 is reversed.

To decelerate the vessel moving sideways with the help of the propulsion device 3, with the reversible shutters 5 closed, without opening them, open those channels 6, 7, 8, and 9 that provide a water discharge corresponding to the direction of the vessel.

The manufacturability and simplicity of the design make it possible to quickly master the production of this system in industrial conditions and its widespread use for installation on merchant ships, rescue service vessels and naval warships.

Literature:

1. Olyshamovsky SB Navigation and navigation rules on inland waterways. M. 1976, p. 12.

2. Olyshamovsky SB Navigation and navigation rules on inland waterways. M. 1976.p.13

Claims (1)

The ship’s control system, including a radio navigation system, an on-board computer, an automatic steering device, a sensor system, a propulsion device, reversing dampers and thrusters, characterized in that the stability of the vessel during its movement is ensured by the gyroscopic effect created by rotating in the dynamo-reactive tube using the propulsion device placed in it and jet nozzles by the water flow, and the vessel’s movement is controlled by controlling the automatic steering and exhaust and suction in odes through channels located at different ends and on different sides of the vessel between the dynamo-reactive pipe and sea water.