RU5975U1 - UNDERWATER TOWING - Google Patents

Abstract

1. An underwater towing vehicle, including an underwater towing body, inside the cavity of which an engine is mounted, connected to a drive means for providing movement through the aquatic environment, a battery for generating electric energy for the engine and means in the form of hand grips for gripping with hands, characterized in that inside the cavity An underwater towing housing around the engine mounting place is formed by an annular element for mounting the engine, one side flush fitted to the end surface engine with the possibility of providing heat transfer to the hull of an underwater towing vehicle, configured to transfer heat to the aquatic environment. 2. A towing vehicle according to claim 1, characterized in that the underwater towing body is adjacent to the engine at least on a part of its longitudinal length, with the possibility of heat transfer. The towing vehicle according to claim 1 or 2, characterized in that the annular element for mounting the engine is formed in plan, essentially above one of the bearings of the engine with the possibility of providing heat transfer to the underwater towing body. A towing vehicle according to claim 3, characterized in that the engine is connected to a planetary-type gearbox, one of the carrier bearing of which is surrounded by an annular element for mounting the engine, and the other bearing and of the carrier satellites are braked by a castellated wheel in contact with the inner surface of the cavity of the underwater towing body in plan at least above these satellites and the bearing with the possibility of heat transfer, and the carrier satellites are made protruding in its

Description

Underwater tow

This utility model relates to vehicles with an electric drive device designed for work carried out in a liquid environment, in particular water, and in particular to improvements to individual transport vehicles for work under water made by a diver, scuba diver, diver or just a swimmer ( hereinafter referred to as a diver) increasing their mobility

Studies of the seas, carried out by sports enthusiasts, scientists and other individuals, as well as organizations, are becoming more and more intense. The diver is equipped with new equipment that allows him to dive longer and as a result more immersed in the underwater world more productively and productively. The diver’s breathing equipment has now been upgraded to the point where the duration of individual dives for at least an hour underwater has become commonplace. Underwater homes where the diver can retire to get a new supply of air, rest and eat, have also been significantly improved in

M. C. “: B 63 G 8/42 A 63 B 35/12

the direction of creating maximum comfort and meeting all the needs of a diver in order to thereby further increase the productivity of his work under water. The final link in increasing the diver's working capacity and overall efficiency is to equip him with an advanced underwater vehicle, widely known as an underwater towing vehicle, in order to help the diver expand his range of movement and save his energy for useful work. It is to the improvements of this type of underwater devices that the claimed utility model relates.

Known underwater towing, including the body of an underwater towing vehicle, inside the cavity of which is mounted an engine connected to a drive device to provide movement in an aqueous environment, a battery for generating electrical energy for the engine and means in the form of handles for gripping by hands (1).

Although such a diver-assisting vehicle has been proposed in the past, nevertheless, due to many shortcomings, it still leaves much to be desired. In particular, it does not allow the diver to work with maximum working capacity. The reason for this is as follows. When used under conditions of free immersion, the underwater tug must protect the engine and its source of electrical energy from surrounding water. However, an engine that

It is usually an electric motor; in the course of its work, it causes the release of a significant amount of heat, which must be dissipated during the time of underwater operation of this motor. Two different solutions have been proposed to solve this technical problem. The first way was to equip an underwater towing vehicle with a carefully designed hydraulic or pneumatic cooling system. However, each IA of such systems increased the price of an underwater towing vehicle, as well as maintenance and repair costs. In addition, the range of the underwater device was reduced due to the need to give part of the power of the electric energy source to the power for attached pumps or fans. At the same time, the overall weight of the underwater tug increased, which inevitably entailed a corresponding increase in its size to provide the necessary increase in displacement to achieve the required neutral buoyancy. As a result, it was usually considered expedient not to use any autonomous special hydraulic or pneumatic cooling system at all, but instead to use the water surrounding the underwater towing vessel for cooling by creating heat transfer between the water and the outer surface of the underwater towing body, which was the second solution to this higher technical task. Nevertheless, it is not without significant flaws. One of them is

the fact that the amount of heat generated by the engine during long-term continuous operation significantly exceeds the amount of heat that can be transferred from the engine and dissipated through the outer surface of the underwater towing hull. As a result, a diver using an underwater towing vehicle can only make intermittent movements, the intervals between which are necessary to ensure the dissipation of the generated heat. For example, in order to keep the temperature of the engine and other working parts inside a safe temperature zone, many existing submarine towing towers we know need to work really completely continuously for only a few minutes, and at this time it often becomes necessary for the diver to slow down his movements or studies, for in order to transfer the underwater towing vehicle to idle mode for several minutes and thereby enable the operating temperature to drop down to acceptable levels about level. If a diver accidentally does not take into account these pre-set time limits for operation, the engine temperature will continuously increase during the entire time of continuous operation and after reaching a critical (threshold) temperature of about 125 ° C, the engine will become inoperable and will burn out.

Another significant disadvantage of the known device is its significant mass and dimensions. To clarify this

We consider it necessary to note the following. At present, it is conventionally decided to divide all submarine towers depending on weight into the following three classes: light, medium and heavy. Underwater towing vehicles with a mass of up to 10 Kg belong to underwater towing vehicles of a light class, from 10 Kg to 40 Kg - to underwater towing vehicles of a middle class, more than 40 1 Cg - to underwater towing vehicles of a heavy class. Among the various classes of submarine towing towers, the most acceptable operational characteristics for providing underwater work are submarine towing vehicles of medium and heavy classes, equipped with engines of sufficient power with appropriate electric batteries and cooling systems. Such tugs provide a speed of transportation under water from 1.7 km / h to 4 km / h. Autonomy of work (time until the end of the battery discharge cycle) is from 40 minutes to 3 hours, depending on the speed and towed mass. Immersion depth is provided up to 60 meters. In addition, many of the submarine towers of these classes have positive buoyancy in fresh water. However, having acceptable operational characteristics, underwater towing vehicles of these classes, as noted above, are characterized by negative weight and size indicators. Indeed, an underwater tug weighing 40 kg can hardly be transported even to a small distance by two adult men or transported on a trolley. It is impossible to put in

a bag or backpack, which also makes it difficult to move on land. In addition, due to the large mass, the initial inertia makes it difficult to control the underwater tug under water. These devices, having a complex design, are also difficult to manufacture, low-tech and expensive. Their production operation is also characterized by increased complexity, in particular, when recharging batteries and repair.

Accordingly, one of the objectives of this utility model is to provide a device, especially related to a personal underwater towing vehicle, for use in a liquid environment, especially under water, which is capable of dissipating large heat emissions caused by eddy currents defined by the formula PR, so and frictional heat generated as a result of friction of the parts against each other, without auxiliary cooling means, allowing long-term work under water without interruption, and, at the same time, characterized by insignificant mass and overall

indicators typical for lightweight underwater towing vehicles while maintaining the basic operational characteristics inherent to medium and heavy class underwater towing vehicles (maximum speed - 3.5 km / h, autonomy - 1 hour, maximum immersion depth - 40 meters).

Another objective of this utility model is to create an underwater towing vehicle with a new means for

dispersion of large heat releases. At the same time, the maximum temperature of the engine, as well as other moving parts, during long continuous operations (1 hour or more) is reliably held inside a safe temperature zone and does not exceed 125 ° C.

Another purpose of the claimed utility model is to create such an underwater vehicle that would have a simple design, high technology, reliability, durability and ease of operation and repair, as well as low price.

The goals are achieved by the fact that in an underwater towing vehicle, including an underwater towing body, inside the cavity of which is mounted an engine connected to a driving means for providing movement under water, a battery for generating electrical energy for the engine and means in the form of handles for gripping hands, according to a utility model inside the cavity of the underwater towing hull, around the place of engine mounting, an annular element is formed for mounting the engine, one side flush fitting to the end surface of the engine with the possibility of providing heat transfer to the underwater towing body, made with the possibility of heat removal by surrounding water.

As a result of this technical solution provides direct heat transfer from the engine to the outer surface of the housing

an underwater towing vehicle with its subsequent dispersion in the surrounding aquatic environment. The ring-shaped element creates a heat transfer bridge through which the heat generated by the engine is radially outwardly transferred first to the inner surface of the body cavity, and then, through the body that is able to transfer heat to the body itself, to its outer surface, followed by dispersion, as noted, in the surrounding aqueous medium. Obviously, the heat transfer parameters that characterize the ring-shaped element and the underwater towing body must be sufficient for efficient transmission and dissipation of the heat loss generated by the engine, in order to ensure high performance and long engine life with a temperature acceptable for engine when an underwater tug is in the water.

To ensure even more intense heat removal from the engine, it is advisable that the underwater towing body be attached to the engine, at least in part of its longitudinal length, with the possibility of heat removal. In this case, the heat generated by the engine is transferred to the outer surface of the underwater towing hull, not only as a result of the contact of the engine end face with the ring-shaped element, but also due to direct contact of the side surface of the engine with the inner surface of the underwater towing cavity. Places of such contact

are determined by those places on the surface of the engine that are most heated during operation. If there are several such places, then it is desirable that the hull of an underwater towing vehicle adjoins the engine in several places.

To further increase the efficiency of heat dissipation, it is advisable to equip the claimed utility model with additional improvements. However, for clarity, the applicant considers it necessary to first note the following. As noted earlier, during its operation, the engine is the cause of two types of heat loss that are different in their physical nature. The first type of loss is determined by the formula PR, in which I is the magnitude of the current flowing through the wires of the motor, including its windings, and R is the electrical resistance of the wires of the motor. The second type of loss occurs from friction in the bearings and in other moving relative to each other and the contacting parts of the device. Therefore, it is desirable that the annular element for mounting the engine would be formed essentially over one of the bearings of the engine with the possibility of providing heat transfer to the underwater towing body. In this case, the heat released as a result of friction during the operation of this bearing would be effectively dissipated into the aquatic environment.

It is also advisable that when equipping the engine with a gearbox, the heat released as a result of friction of its individual elements, as well as bearings, would be effectively removed. IN

in particular, it is desirable that the engine be connected to a planetary-type gearbox, one of the carrier bearing of which is surrounded by an annular element for mounting the engine, and the other bearing and satellite of the carrier by a braked crown wheel in contact with the inner surface of the cavity of the underwater towing body, at least above these satellites and the bearing with the possibility of heat transfer, moreover, the satellites of the carrier are made protruding into its cavity and meshed with a gear made on the output shaft of the engine.

To reduce the mass and dimensions of the utility model while ensuring the possibility of maintaining the temperature regime within the permissible temperature range, it is desirable to use a submersible electric motor for outboard motors, the mass of which with a propeller does not exceed 5 kg, or an electric motor of the D-120 type.

The engine and the battery for generating electric energy for this engine can be mixed in various ways, in particular, in the same common housing sequentially one after another along a common axis, but can be mounted so that the battery for generating electric energy for the engine is placed in an additional housing associated with the hull of an underwater towing vehicle by means of at least one hollow pylon mounted between their side surfaces on one side of the underwater towing vehicle, and on the other hand ones inside I, j cavity supplemental body is formed annular element for mounting a battery with a fixing means, and inside the cavity subsea tow body - an annular element for fastening of the engine. This set of private essential features represents a further development of the general essential features of the claimed object, namely, one of the specific particular forms of the utility model that creates an additional positive effect consisting in a more efficient heat sink (the engine is in a separate housing, washed from all sides by the aqueous environment ), combined with simplification of installation, operation and repair of the underwater towing vehicle (engine and battery are mounted on one side of the underwater towing vehicle) ika). TT For the technical solution described in the second part of the previous paragraph, it is advisable that the tool in the form of hand grips should be attached to the additional housing. In this case, the conditions for underwater operation of the claimed utility model are improved. It would also be advisable for her to have the pylons installed rotatably. In this case, it becomes possible to change the relative position in the space of the hull of the underwater towing vehicle and the additional hull, followed by their rigid fixation relative to each other. As a result

you can change the hydrodynamics of the entire device as a whole, which further enhances the ease of use.

The battery holder may have a different design. However, according to the applicant, it is most preferable when the fixing means comprises an adjacent battery removable cover of the additional housing and a sleeve sandwiched between the end of the battery and this removable cover. This provides easy access to the battery, simplifies its installation and dismantling, for example, if you need to replace the batteries.

Battery design may also vary. However, a day of increasing rigidity, it is advisable that the battery be formed of a pair of cassettes joined by the ends, covered by plates from the outer ends and pulled together by parallel pins missing inside the cassettes, and each cassette would be composed of cylinder-shaped batteries placed parallel to the pins and enclosing them at the ends of the clips. This battery design is characterized by compactness and rigidity, which is an additional advantage of the claimed technical solution.

In order to further simplify installation, reduce the dimensions of the battery as a whole, reduce the number of switching nodes and increase the reliability of operation, it is desirable that at least a pair of studs be made with protrusions in the central part covered by an additional plate, and

the batteries of the cassettes are connected electrically in series and the ends of their output buses would be pressed against the protrusions by the poles of the same name, and the studs and protrusions are made of electrically conductive material

Since underwater towing; IR, under operating conditions under water, is exposed to hydrostatic pressure up to 4 kG / cm2 (among other static and dynamic loads), it is necessary to strive in every way to increase the stiffness and strength of the additional body as a whole. Therefore, it is desirable that the battery be filled with external dimensions equal to the internal dimensions of the cavity of the additional housing with the possibility of ensuring a tight fit between them. In this case, the battery will perform the function of a rigid inner frame, increasing the rigidity of the additional housing.

Increasing the rigidity of the additional housing can be carried out at the expense of other additional private technical solutions. For example, an underwater towing vehicle may be equipped with ballast weights for placement along the longitudinal sides of the battery, fitted with a tight fit between the battery and the additional housing. In this case, ballast weights, in addition to regulating the buoyancy of the underwater device, would at the same time serve as a means of increasing the stiffness and strength of the additional G) hull.

It is also desirable that the battery would use batteries of the NKHTs-6 type, characterized by a relatively low weight and dimensions, as well as a larger capacity.

To improve ease of use, it would be desirable for the hand grips to be able to change position in space relative to the additional housing to which they are attached. To ensure this, radially directed grooves could be made in the end part of each handle, and in the girth, at least one through threaded hole with a screw installed to move the end into the groove was formed to it;

Various controls can be used to control the underwater tow. However, in the applicant's opinion, it is most advisable to equip it with a spring-loaded pressure control device mounted at least on one handle.

In this case, it is most desirable that the spring-loaded control means would contain a bracket attached to the handle, in the upper part of which an axis can be rotated mounted, with the ends rigidly connected to the lever, and the central part with a cam in contact with the end of the rod bracket installed in the console channel, the other end of which is spring-loaded, and mounted on the rod with the possibility of

a sleeve supported by an end face on the console with the possibility of interaction with a switch fixed to the bracket.

For the convenience of sealing and simplifying the design, the bracket can be covered by a glass attached to it.

Finally, if necessary, to increase the usability, the underwater towing vehicle can be equipped with one or more wings, for example, pairs of wings, in particular removable, attached from the sides of the device and increasing the stability of navigation. A wing or a pair of wings are mounted on the body with a negative angle of attack, as a result of which its (their) lifting force acts downward, creating a dive moment relative to the center of mass of the towing vehicle, thereby fending off the momentum of the drive means. Since the density of water is high, the dimensions of the wings (wings) are very small and are determined as a result of hydrodynamic calculation. In this case, it is most expedient that the wings would be mounted on an additional body of the underwater towing vehicle, and at the same time it would be possible, if necessary, to change their position in space, for example, during movement under water. This design feature would create additional operating comforts for the diver. During movement under water due to the smooth rotation of the wings (wing), he could change the direction of movement of the tow without the cost of his own forces. In addition to the design option described above, the wings can be

mounted only on the main body, or at the same time on the main and additional buildings.

The utility model is illustrated in the drawing.

In Fig, 1 shows the claimed underwater tow, General side view;

in FIG. 2 - the same, top view;

in FIG. 3 - the same, rear view;

in FIG. 4 shows the claimed underwater towing vehicle, side view, longitudinal section;

in FIG. 5 is the same, section along AA in FIG. 4;

in FIG. 6 is the same section along BB in FIG. 5;

in FIG. 7 is the same section along BB in FIG. 5;

in FIG. 8 is the same, section along G-D in FIG. 4;

in FIG. 9 shows an underwater towing hull, longitudinal section (underwater towing hull cover, and also a propeller with a nozzle not shown);

in FIG. 10 shows a carrier, longitudinal section;

in FIG. 11 is the same section along DD in FIG. ten;

in FIG. 12 is a side view of a battery;

in FIG. 13 is the same, view along arrow E in FIG. 12;

in FIG. 14 is the same, section along FJ in FIG. 13;

in FIG. 15 shows a clip, a view in plan;

in FIG. 16 is the same, section along II in FIG. 15;

in FIG. 17 shows a circuit diagram of a claimed utility model;

in FIG. 18 shows a handle for gripping an underwater towing vehicle with push spring-loaded control means, longitudinal section;

in FIG. 19 is the same, section along KK in FIG. 18;

in FIG. 20 shows a bracket, side view;

in FIG. 21 - same, top view;

in FIG. 22 - the same, bottom view;

in FIG. 23 is the same, the cross-section along LL in FIG. 21;

in FIG. 24 is the same, section along MM in FIG. 23;

in FIG. 25 is the same, a cross-section along H-H in FIG. 23.

Underwater towing vehicle I includes an underwater towing vessel 2 and an additional housing 3, rigidly interconnected by means of a pylon 4 and a hollow pylon 5.  The main and additional buildings are made of a cylindrical (or, in other words, sleeve-like) shape and placed in space with a gap relative to each other.  On an additional housing 3, a tool is mounted in the form of arms 6 for gripping by a diver with his hands, and a battery 7 is installed inside it for generating electrical energy for the engine.  Inside the body 2 of the underwater towing vehicle, an engine 8 is placed connected to the drive means 9 to allow the movement of the underwater towing vehicle 1 through the aquatic environment.  Drive means 9 for providing movement through the water

the environment may have a different design and, in particular, a propeller 10 with a nozzle 11.

Such is the general constructive scheme of the claimed technical solution.

In order to use an underwater towing vehicle, the diver must place it in the water, pick up the handles and turn on the engine. Following this, an underwater towing vehicle that begins to move through the water surrounding the Fed will enthrall the diver.

Let us consider in more detail the design of the hull 2 of an underwater tug with an engine 8 inside (see Fig. 4 and Fig. 9). According to a utility model, the underwater towing hull 2 is cylindrical in shape with a through cavity 12 inside. For the best heat sink from the engine to the water, the housing 2 is made of metal. On the front side, the motor housing is hermetically sealed by a spherical or cone-shaped cover 13, for example, by means of a threaded connection. For this purpose, a protruding element 14 with a thread 15 around the outer perimeter can be formed on the cover 13, preferably from metal, by which the cover is screwed into the end of the body 2 using the thread 16 made inside this body. For tightness between the cover 13 and the body 2 of the underwater towing vehicle O-ring 17 may be installed. As already noted above, the underwater towing body 2 is made of metal or an alloy, for example, aluminum.

with high thermal conductivity. To install the engine 8 inside the cavity 12 of the casing 2 of the submarine towing vehicle, an annular element 18 is formed for mounting the engine (see Fig. 9). This element is also made of a material with high thermal conductivity, for example, from alloys based on iron or aluminum. The ring-shaped element can be molded integrally with the underwater towing vehicle body 2, but it can also be an independent part inserted into the cavity 12 and rigidly fastened to its inner surface, for example, by welding or bolted joints with the creation of a contact providing heat transfer from the ring-shaped element 18 to the housing 2. With one of its ends, the engine 8 is closely connected to the end surface of the annular element 18. At the same time, it is possible to transfer heat from the end of the engine to and the annular element 18 and further from it to the device body 2, followed by dispersion in an aqueous environment. The specified contact between the end face of the engine 8 and the annular element 18 can be structurally solved in various ways. In particular, in the preferred embodiment depicted in FIG. 9, the engine 8 is end-mounted to the ring-shaped element 18. For this, through holes 19 are made through which the screws 20 are screwed into the corresponding holes in the end shield of the engine 8, tightly attracting it to the side surface of the ring-shaped element 18. The applicant considers it necessary to note that the term ring-shaped refers to

an element of any shape protruding into the cavity of the underwater towing hull around the engine mounting place, located on a ring in the section plane perpendicular to the longitudinal central axis of the hull 2, on which the engine 8 is attached, pushing against the end, Based on this definition, the ring-shaped element may not act only an integral ring-shaped element in the longitudinal plane, but also individual protruding elements located inside the cavity 12 of the underwater towing vehicle body 2 in the plane of its poppech cross-section around the engine mounting place. To enhance heat transfer to the end face of the engine 8 and to the side of the annular element 18 in contact with it, for example, lubricants can be preliminarily applied that transfer heat well.

The need for these design features is due to the following reasons. The electric motor 8 in the process of its operation is a source of a large amount of heat, caused, as noted earlier, by the eddy currents defined by the formula PR, in which I is the magnitude of the electric current flowing through the windings and wires of the motor 8, and R is the electrical resistance of these windings and wires, and frictional heat generated as a result of friction in the end bearings supporting the axis and rotor of the engine 8 (they are not shown in figure 9). After the hull 2 of the underwater towing vehicle 1 is hermetically sealed by the truck 13 to protect its cavity 12 from

water environment, the annular space 20 between the engine 8 and the inner surface of the cavity 12 becomes a closed air space, in other words, a thermal insulator that prevents the efficient dissipation of heat generated during engine operation. However, the ring-shaped element 18 made of a material with a high heat transfer coefficient, as well as the underwater towing body 2 itself, also made of a material with a high heat transfer coefficient, form a heat transfer bridge through which heat from the engine is effectively transferred to the outer surface of the body 2 and scattered from it into the water environment. Obviously, both the material of the casing 2, and the material of the ring-shaped element 18, as well as their thickness, must be selected as a result of the heat engineering calculation in each case in such a way as to ensure, in addition to sufficient structural strength and reliability of the device, the creation of a heat transfer bridge with the corresponding sufficient ability heat transfer equal to the heat generated by the engine for a long time and providing its complete removal and dissipation in the aquatic environment.

However, if this heat transfer is not enough, then heat can be additionally removed by adjoining the inner surface of the cavity of the underwater towing hull to the outer surface of the engine, at least in part of its longitudinal length, making it possible

heat transfer. Such an abutment can be structurally implemented due to the annular protrusion 21 formed inside the cavity 12 of the underwater towing body 2. This ring-shaped protrusion 21 tightly covers a portion of the housing of the engine 8 adjacent to its end, drawn to the ring-shaped element 18. To increase heat transfer, the contacting surfaces of the ring-shaped protrusion 21 and the engine 8 can be lubricated with a high heat transfer coefficient grease. The selection of the type of lubricant is made in each case depending on specific conditions, for example, on the make of the engine and the amount of heat generated during its operation, the temperature of the water surrounding the underwater towing vehicle, etc. At the same time, the annular protrusion 21 performs another function, namely, increasing the reliability of mounting the engine 8 in the body 2 of an underwater towing vehicle, experiencing significant dynamic, static and hydrostatic loads. The applicant notes that the additional annular protrusion 21 can be placed not only directly adjacent to the annular element 18, but also in other places along the longitudinal length of the engine 8. For example, if the source of significant thermal heating is the engine support arm, located on the side opposite to the output shaft 22 of the engine 8, then another additional annular protrusion, similar to the protrusion 21, can be formed inside the cavity 12, tightly covering part of the housing

engine, located above this bearing, and, as a result, effectively removes heat from it to the outer surface of the housing 2, followed by dispersion in an aqueous environment.

Thus, if it is necessary to provide additional heat removal, both the ring-shaped element and the ring-shaped protrusion can be formed in plan, essentially, over one of the engine bearings, with the possibility of heat transfer to the outer surface of the underwater towing vehicle body 2.

It should be noted that the material from which the housing 2 is made, as well as the annular element and the annular protrusion, can be made of heat-insulating material, for example, of high-strength plastic. In this case, to ensure heat dissipation into the plastic, heat-conducting elements, such as steel rods, emerging on the surface, must be monolithic, due to which heat generated by the engine or other moving elements will be provided to the outer surface of the underwater towing vehicle body 2 to dissipate it into the aquatic environment .

The applicant considers it necessary to once again draw attention to the fact that the source of heat causing undesirable heating of the claimed utility model can be not only the engine 11b8 itself, but also other moving parts of the underwater towing vehicle, in particular, gearbox elements. For example, if according to a preferred embodiment

According to the claimed utility model, the output shaft 22 of the engine 8 can be made gear and connected with a planetary gearbox, which contains a rotating carrier 23 supported on thrust bearings 24 and 25 located on its sides. In addition, on the carrier around it are mounted on the axles 26 of the satellite 27. The satellites 27 are mounted for free rotation on the axles 26 and are simultaneously engaged, on the one hand, with the aforementioned gear output shaft 22 of the engine 8 inside the carrier 28 cavity 28 of the carrier 23, and, on the other hand, with the teeth 29 of the crown covering them all of the wheel 30 is fixedly secured within the cavity 12 of the body 2 of the underwater towing. For fixed fastening, it is abutted with its end 31 in an annular protrusion inside the cavity 12 with the help of a nut 32 with a thread on the external Ts1shindricheskoy surface, through which it engages with a thread made on the inner surface of the body 2 of the underwater towing vehicle. The castor wheel, covering with its teeth the satellites 27 of the carrier, with its other side through the sleeve 33 covers the above-mentioned thrust bearing 25 mounted on the carrier. The support bearing 25 is pressed against the annular protrusion 34 on the outer surface of the carrier by means of several washers 35. To seal the cavity 12 of the underwater towing body 2, a carrier 36 has a conical cross-section with a sealing collar 37 between the sleeve 33 and the end part of the braked crown wheel. The carrier can be equipped

O-ring 38, for example, made of rubber. To mount the satellites 27 on the carrier 23, three supports 39 are made. Each support 39 consists of a pair of flat consoles 40 with through holes 41 for installing the axles 26 of the satellites 27. Through the carrier body, through grooves are provided with through grooves, so that the satellites mounted on the axes 26 27 go into the carrier cavity 28 and, as a result, can come into contact with the teeth of the output shaft 22 of the engine 8 located in this cavity. The axles 26 are fastened with washers 42 and the ring 43. At the free end of the carrier, which extends beyond the end face of the additional Nogo housing fastens the propeller 10. After activating the motor 8, the rotation of its output shaft 22 is transmitted to the satellites carrier 27, which interacts with the teeth 29 of the fixed crown gear 30 through the axis 26 is rotated together with the carrier attached to its free KOSHCHEEV propeller 10.

For the proposed design of the planetary gear type, the effective removal of heat from the parts rubbing during operation is essential. To ensure this, the support bead 24 is tightly covered by the cylindrical protrusion 44 of the ring-shaped element 18. The heat generated by the cylindrical protrusion 44 is removed from the bearing 24 and transmitted through the ring-shaped element 18 and the underwater towing body 2 to the outer surface of the device, followed by dispersion in the aqueous surrounding fed. The heat generated as a result of the operation of another support bearing 25, as well as the friction of the satellites 27, also

effectively disperses into the aquatic environment due to the fact that the braked castellated wheel 30 is in contact with the inner surface of the cavity 12 of the housing 2 in plan, at least above these gears and the bearing 25, allowing heat transfer, as is clearly seen in FIG. 9. In order to ensure heat transfer with a sufficiently high efficiency, the sleeve 33 and the castor wheel 30 should, for example, be made of a material with a high heat transfer coefficient (in particular, alloys based on iron or aluminum) and are sufficiently tightly rubbed against each other. The specific dimensions of parts that provide effective heat dissipation are determined in each case as a result of calculations taking into account specific operating conditions.

When assembling the nodes of the underwater towing hull 2, the engine 8 is first introduced into its cavity 12 until the end of the end faces the side of the ring-shaped element 18. After that, the engine is attached to the ring-shaped element 18 by means of screws 20. The output shaft 22 of the engine 8 passes through the ring-shaped element 18, and the opposite end of the engine is near the through hole 45 of the hollow pylon 5. Then, the satellites 27 are separately mounted on the carrier 23. After that, the bearings 24 and 25 are put on it and the resulting assembly is inserted into the cavity 12 of the housing 2 so that the thrust bearing 24 is covered by a cylindrical protrusion 44, and the satellites 27 are engaged with the teeth of the output shaft 22 of the engine 8. Subsequently, the thrust bearing 25 is covered by a sleeve

33. Then, the castellated wheel 30 is mounted with sealing elements, resting its end face 31 on the annular protrusion inside the cavity 12 of the housing 2, followed by fixing with the nut 32. When installing the castellated wheel, the satellites 27 should be engaged with the teeth 29 of the castellated wheel 30. Then they are connected to the engine wires 46 for supplying electricity. After that, the cap 13 with a sealing ring 17 is screwed onto the thread 16.

The applicant considers it necessary to note that different types of electric motors can be used in the claimed design of an underwater towing vehicle. However, for this utility model, it is advisable to use a submersible electric motor for outboard motors, the mass of which with a propeller does not exceed 5 kg produced by the domestic industry. In particular, an electric motor for outboard motors can be used, which is described in the book: Guide to boats, boats and motors. L., Shipbuilding, 1982, p. 300. A trout type electric motor has a net power of about 100 W, is powered by a 12 volt battery, creates a stop of 5 kG and has a speed of 3.6 km / h with a current consumption of 12.8 amperes. The mass of the actual electric motor with a screw is about 3 kg. This motor consumes 160 watts in rated mode. The electric motor is made in the form of a collector machine with permanent magnets. Its design is sealed in the area where the gearbox shaft exits to the screw using special seals.

As an engine, the D-120 engine launched by domestic industry can also be used, characterized by its low weight and dimensions. It is a DC collector motor with electromagnetic excitation and a power of 80 watts. Its supply voltage is 14.4 volts. The D-120 engine is produced: serially at the Kirov Electromechanical Production Association named after Lepse (city of Kirov).

The combination of the above engines with design solutions that provide efficient heat dissipation will prevent overheating of the engine during intensive work underwater and thereby dramatically increase the diver’s productivity. At the same time, various design solutions for the underwater towing truck as a whole are possible. In particular, the engine and the battery for generating electrical energy for the engine can be placed in a common housing sequentially one after another along a common longitudinal axis. However, from the point of view of further improving the efficiency of heat removal from the engine and from moving parts located next to it, it is advisable that the battery for generating electric energy for the engine be placed in an additional housing 3, separate from the underwater towing housing 2, in which the engine is mounted. In this case, the engine, housed in a separate housing 2, will be surrounded on all sides by an external aqueous medium (which creates favorable opportunities for heat removal), while

while in case of sequential placement of the engine and the battery in a common housing, the end of the battery is located opposite one of the ends of the engine. In addition, when placing the battery in an additional housing, the size of the underwater towing truck is reduced in length. This technical solution, based on the location of the battery in the additional housing 3 and the efficient heat removal from the housing 2 with the engine 8 inside, was developed and linked to the general structural solution of the underwater towing truck in such a way that, simultaneously with solving the problem of efficient heat removal, the task of simplifying the installation of the device was solved , its repair and maintenance. This additional developmental improvement consists in a fundamentally new interconnection of submarine towing units, in which the engine 8 located in the body 2 and the battery 7 located in the additional body 3 are mounted on one side of the underwater towing vehicle. To provide such an additional positive effect, an annular element 47 is mounted for mounting the battery 7 inside the main additional body 3 of the underwater towing vehicle. It is essential that it is installed inside the additional body 3 on the same side of the underwater towing device as the ring-shaped element 18 for mounting the engine 8, and the hollow through pylon 5 for wires 46 is located on the opposite side of the underwater towing vehicle. As a result, the engine and battery are mounted on one side of the underwater

thirty

towing, which entails simplification of assembly, installation, reducing the complexity of work during the repair, recharging the battery, etc.

The housing 2 and the additional housing 3 must be interconnected by at least one pylon. However, their number may be increased. In particular, as shown in FIG. 1 and in FIG. 4, they are interconnected by a pair of pylons. The number of pylons is determined in each case, depending, for example, on the material from which the pylons are made, the possible magnitude of the loads, operating conditions, etc. The pylons may be rigidly connected to the housings, but may be rotatably mounted. Such pylons are well known. The simplest of them may include a pair of brackets, one of which is rigidly connected to one of the housings (for example, the housing in which the engine is mounted), and the other to the additional housing (for example, in which the battery is installed). Through holes are made at the free ends of both brackets. These holes are combined and a bolt is threaded into them, a nut is screwed onto the threaded end of which from the opposite side. When tightening the nut, both housings are rigidly fixed relative to each other in space, and when loosening the nut, it is possible to rotate one housing relative to the other. As a result, it becomes possible to change the relative position of the housing 2 and the additional housing 3 relative to each other in space. For this reason, the diver gets

the ability to bring both hulls as close as possible and reduce the overall dimensions of the underwater tug, which will be useful, for example, when transporting the device on land. In addition, changing the relative position of the hulls relative to each other, the diver can change the hydrodynamic characteristics of the towing vehicle underwater, choosing the most convenient for himself.

When mounting the battery in the optional housing 3, various placement of the handles is possible. However, according to the applicant, it is most advisable that the tool in the form of hand grips would be attached to the additional housing 3, as shown in FIG. 1, FIG. 2 and FIG. 3.

Let us consider in more detail the design of the additional body 3. As noted earlier, an annular element 47 is formed inside it for fastening the battery on the same side of the underwater towing vehicle as the annular element 18 for mounting the engine. The ring-shaped element 47 for attaching the battery can be made in conjunction with the additional housing 3, for example, molded integrally with it, but can be manufactured separately, and then welded, glued or otherwise suitable rigidly attached to the inner surface of the additional housing. To the side surface of the annular element 47 is pressed battery 7 (which is a rigid structure - see description below) by means of a fixing means. The locking means comprises a front spherical removable cover 48 of the additional housing 3

and a sleeve 49 made with a cut to ensure the passage of wires 46. By means of a thread 50, the front removable cover 48 is screwed into the additional housing 3 and by means of the sleeve 49 presses on the end of the battery 7, pressing it against the ring-shaped element 47 for fastening the battery. A gasket 51 can be installed between the sleeve 49 and the end of the battery 7. To ensure the tightness of the cavity of the additional housing between the last and front cover 48, it is necessary to mount an o-ring

52. To ensure the passage of wires, the gasket 51 has a cut-out

53. At the opposite end of the additional body, a back cover 54 with a plug 55 is installed. The back cover 54 is hermetically connected to the additional body 3 of the underwater towing vehicle 1, for example, by means of glue. The plug 55 is designed to open and tightly close the plug connector for recharging and recharging the battery 7 (by connecting an external power source), to check the status of this battery 7 (by connecting an appropriate device, for example, test equipment, in particular, an ammeter), as well as other purposes (for connecting a flashlight, etc.). The additional housing 3 and its covers are preferably made of lightweight durable material, for example, polyamide. Since the additional housing 3 experiences, in addition to significant static and dynamic loads, the hydrostatic pressure of water, it is advisable to strive to increase its strength and stiffness. To this end

it is preferable to use a rigid spatial design of the battery with external dimensions approximately equal to the internal dimensions of the cavity of the additional housing, allowing tight fit between them when installing the battery in this cavity. Ballast weights 56 made of lead, which fit snugly between the lateral longitudinal surface of the battery 7 and the inner surface of the cavity of the additional housing 3, serve the same purpose. The increased rigidity of the battery can be ensured by various design solutions. However, according to the applicant, the most preferred is one in which the battery is formed of a pair of cassettes 57 and 58 joined by the ends, covered by plates 59 from the outer ends (see Fig. 12). The plates 59 are rigid flat elements made of an insulating material, for example, fiberglass. Between the ends of the cassettes facing each other, it is also advisable to place a rigid flat additional plate 60, also made of electrical insulating material, for example, fiberglass. The cassettes with the plates are pulled together by means of the parallel pins 62 and the nuts 63 (see FIG. 14) that are passed inside and equipped with protrusions 61. The plates 59 and the additional plate 60 have side cutouts 64 for accommodating wires. The protrusions 61 are in the form of plates of a round, rectangular or other shape. Each protrusion 61 is connected to its stud 62, including electrically. This can be done in different ways.

34

For example, the protrusion 61 can be extruded on the stud during its manufacture, or the protrusion 61 can be manufactured separately from the stud, in particular by cutting from a steel sheet. In the latter case, a through hole should be formed inside the cut plate for threading the studs, followed by welding of these parts together. In addition, the pin 62 and the protrusion 61 must be made of an electrically conductive material, for example, metal. Corresponding through holes for the passage of the studs are made in the body of the plates 59 and the additional plate 60, and these holes in the rigid flat additional plate 60 are larger than in the plates 59. This is due to the fact that protrusions must be located inside the holes of the rigid flat additional plate 60 61. Each cartridge is composed of parallel-mounted cylindrical studs.

batteries 65 and enveloping them at the ends of the clips 66. Each clip, made of electrical insulating material, for example, polyamide, is a curly-shaped plate with through holes 67 around the perimeter and in the central part (see Fig. 15 and Fig. 16) . On one side of each of the plates, protrusions 68 are formed at some distance from the holes. As a result, recesses (seats) for cylinder-shaped batteries 65 are formed, covered by protrusions 68. In addition, through holes 70 for studs are made in each ferrule 66.

In order to assemble either of the two cassettes, it is necessary to place the ends of the batteries 65 in the recesses (seats) first of one clip 66. Then, insert the opposite ends of the batteries 65 into the corresponding recesses on the surface of the other clip 66. Since all the seats have through holes 67, then the resulting assembly of one cassette from parallel-mounted batteries and the clips surrounding them from the ends of the cages is characterized in that both ends of each battery of this assembly are open from the sides of the cassette (from the outside, respectively favoring the cage). This allows, without disassembling the assembly, to connect electrically in series all the batteries of one cartridge. To this end, the ends of two batteries located in the same holder (preferably adjacent) are interconnected by means of a conductor made of electrically conductive material, for example, a copper strip, thrown outside the holder, enveloping its corresponding element, and welded to the corresponding ends of the batteries with ends, in particular by laser welding. From the other end, each of these batteries likewise attaches to the ends of the other adjacent cassette batteries. As a result of the electrically serial connection of the accumulators thus obtained, the voltage at the output busbars of the electric circuit will be equal to the product of the voltage at the output of one accumulator by their number. For example, if the voltage at the output of one battery is 1.2 volts, and in total 12 pieces are connected in series (see Fig. 15), then

the voltage at the output busbars of the circuit will be 14.4 volts.

Thus, as noted earlier, in the end will be assembled cartridge containing a chain of series-connected batteries. It is desirable that the output buses 69 connected to the first and last accumulators of this chain be located on top of a common clip (i.e., on one side of the cassette) and have through holes at their free ends that are opposite the corresponding holes for the studs to pass in the indicated height clip.

Another cassette is similarly assembled, which will also produce a voltage of 14.4 volts on the output buses.

To obtain maximum capacity, the assembled two cassettes must be electrically connected in parallel. Indeed, if, for example, the capacity of each of the cassettes individually is 6 ampere-hours, then when connected in parallel, the total capacity doubles and becomes equal to 12 ampere-hours.

To simplify installation, reduce the size of the battery, reduce the number of switching nodes and increase the reliability of operation, it is desirable that the parallel connection of the cassettes be carried out as follows.

First, a rigid flat additional plate 60 is taken and studs 62 are installed in its holes so that their protrusions 61 are inside the holes in the additional plate 60. Then on

/

 7f / - l 36

the parts of the studs 62 on one side of the additional plate 60 (or, which is the same thing, on the one side of the protrusions 61 on the studs 62) wear one previously assembled cassette, for example 57, with the studs first passing through the above through holes in the output tires 69, and then through the holes in the clips. Similarly, mount the other cartridge on the studs on the other side of the additional plate 60. Assemble the cartridges so that the unipolar negative output buses 69 of each of these cartridges are mounted on one stud 62, pressing on both sides to its protrusion 61. These unipolar negative output buses 69 are illustrated in FIG. 14, sandwiched between the protrusion 61 of the stud 62 and the clips 66. In this case, the positive output buses 69 of each of these cassettes were mounted on the second and third studs, respectively, followed by electrical interconnection with the jumper 120 (Fig. 13). From the outer ends of the studs 62, plates 59 are worn on them and nuts 63 are screwed, which, after tightening, turn the assembly of two cassettes into a rigid spatial structure.

As a result of such a technical solution, three studs with protrusions perform the role of not only a structural element that turns the assembly of a pair of cassettes with batteries and clips into a single spatial rigid structure, but also at the same time the most important element of the electrical circuit, providing parallel electrical connection of the cassette battery chains. From the ends of two studs, electrical energy is removed for

power and control the engine, as well as to power other devices, as shown, in particular, in FIG. 4 and FIG. 5.

As the battery, any suitable type of battery can be used. However, according to the applicants, the well-known domestic batteries of the NKHTs-6 type (OKD: IKSHZH. 563343. 002-01) are most suitable for the claimed utility model. Each such battery contains a cylindrical steel case, inside of which are placed the negative and positive electrodes, rolled up into a roll. The electrodes are separated by a separator. A valve is installed on the battery cover to cover the vent. The outer surface of the battery is coated with a polymer insulating film. As an electrolyte, a solution of caustic potassium with the addition of caustic lithium is used. The valve is used to relieve excess gas pressure that occurs in case of violation of the operating conditions (increase in charge current in excess of the established norm, voltage increase during charging is higher than permissible, short circuit, etc.). The presence of a valve ensures the safety of staff. Below is described a means for removing these gases from the additional housing 3 as they accumulate.

Key battery specifications:

Rated voltage: 1.2 volts

Final discharge voltage less than 1.0 volt

38. - -v

open battery voltage 1.25 -1.42 volts

Low Battery Open Circuit Voltage

after storage for more than three months 0.1 -1.25 volts

Nominal Capacity 6.0 amp-hours

Capacity after storage for 28 days 3.6 amp hours

Minimum service life 5 years

Minimum shelf life in discharged

condition5 years

Capacity at the end of its service life or minimum operating time of less than 3.6 ampere-hours

Overall dimensions and weight:

Heights over 91 mm;

Diameter not more than 34.2 mm;

Massane over 240 g

Charge mode at an ambient temperature of about 20 ° C:

- medium mode - current 0.6 amperes, duration 16 hours;

-short mode - current 2.4 amperes, duration 3 hours;

- Ultrashort mode - current 12 amperes, duration 0.5 hours.

In discharge mode at an ambient temperature of about 20 ° C:

- medium mode - current 1.2 amperes, duration 5 hours;

-short mode - current 6.0 amperes, duration 54 minutes; J i - ultrashort mode - current 24 amperes, duration 9 minutes. During operation and during storage of the batteries, it is impossible to allow short circuits of the housing and the battery cover to each other. Overdischarge of batteries to voltages above 1.64 volts is not permissible in the case of short and ultrashort charge conditions. It is not permissible to recharge the battery to a voltage below 0.8 volts. Batteries with a capacity variation of not more than 4% allow the possibility of their serial connection to the battery. As can be seen, from the data presented, when using NKGTs -6 batteries to obtain a voltage of 12 volts, at least 10 pieces of batteries are needed to power an electric motor. However, in this case, the capacity of the battery, composed of 10 batteries, will not exceed 6 ampere-hours, which is insufficient if the current consumption of the motor is 12-14 amperes (discharge current). The operating time at this battery current will not exceed 20-30 minutes, which is not enough. For this reason, in the claimed utility model, it is desirable to use, as shown above, two cassettes with at least 10 batteries in each cassette (the most optimal cassette containing 12 batteries). With a parallel electrical connection of the cassettes, the total number of batteries in the battery reaches 20 pieces (the most optimal battery, including only 24

batteries, grouped in two parallel-connected cassettes with 12 batteries in each cassette).

Given conditionally that the mass of the battery is 4-5 kg and the electric motor is 3 kg, it turns out that the total mass of the engine and battery is 7-8 kg. At the same time, it is possible to count on providing a stop of at least 5 kG at a current of 14-15 amperes, and the operating time from such a battery will be at least 40 minutes.

The electrical diagram of the power plant of an underwater towing truck can be made taking into account the following factors:

- providing two modes of operation of the electric motor (Small stroke and High speed) (however, the electrical circuit can be performed to provide other modes of operation of the electric motor, for example, with one operating mode in which the underwater towing vehicle can move under water at only one speed);

- Better battery charge mode;

-connection of batteries to obtain a battery capacity of at least 10-12 amperes and at a voltage of 12 volts.

The indicated requirements are satisfied by the electric circuit of the power plant shown in FIG. 17.

It includes two circuits 71 and 72 of series-connected batteries NKHTs-6 (in particular, they can be cassettes), diodes 73, 74 and push-buttons 75 and 76 (for example.

plate contacts for a current of 20 amperes), as well as terminals 77 and 78, The material of the terminals (clamps) is copper coated with corrosion or brass.

For completeness, we now consider the operation of the electrical circuit.

In the initial state, the switches 75 and 76 are open.

To bring it into working condition, it is first necessary to charge the battery. To ensure this, the switch 75 is first closed and a charger is connected to terminals 77 and 78. At the end of the charge (charge current - 1.2 amperes, charge time - at least 16 hours), the charger is disconnected from the network, then disconnected from terminals 77 and 78, and then the switch 75 is turned off.

When operating an underwater towing device, the circuit breaker closure procedure is as follows:

1. Initial state - switches 75 and 76 are open;

2. Small stroke - switch 76 is turned on;

3. High speed - when the switch 76 is turned on, the switch 75 is additionally turned on;

4. Small stroke - the switch 75 turns off when the switch 76 is turned on.

5. Restoring - the switch 76 is turned off when the switch 75 is already turned off earlier. It is allowed to turn off by turning off the switch 76 when the switch 75 is turned on and then turned off

43

switch 75 to bring the circuit to its initial off state.

Diodes 73 and 74 in the Small stroke mode provide independent operation of circuits 11 and 12 of the series-connected batteries, eliminating their reverse polarity. In the High-speed mode, the diodes 73 and 74 close when the circuit breaker 75 is closed, which makes it possible to sequentially turn on the circuits 71 and 72. The presence of diodes allows for switching batteries from a parallel connection to a serial one with only one contact of the switch.

The current consumed by an electric motor when turned on at a voltage of 12 volts is at least 50 amperes, in this regard, to reduce the load on the circuit elements, a prerequisite is the inclusion of an underwater towing truck strictly in the above sequence, namely: switching on initially in Small mode the stroke means turning on the electric motor 8 at a voltage of 6 volts, which reduces the starting current of the electric motor to 20 amperes, and, accordingly, the starting current for each individual battery is reduced to 4 -5 amp. The starting time of the electric motor is not more than 0.3 seconds.

In the Small stroke mode, a voltage of 6 volts is applied to the electric motor. At this voltage, the rotational speed of the propeller should be about 300 rpm./min., Which

creates emphasis on the screw 2-2.5 kG and the consumed current is about 3 amperes.

The battery capacity in the Small stroke mode is about 24 ampere-hours, which allows you to get a duration of work in this mode of at least 4-5 hours. In High Speed mode, a voltage of 12 volts is applied to the electric motor. At this voltage, the propeller rotational speed is of the order of 1000 rpm, which provides an emphasis of the order of 5 kG.

From the foregoing, we can conclude that for the claimed utility model, the most suitable battery consists of 20 batteries NKHZ - 6. To achieve the required capacity and obtain a voltage of 12 volts to power an electric motor, as well as to obtain step-by-step regulation of voltage 6 and 12 it is advisable to divide the volt battery into two separate cassettes, each of which provides a voltage of 6 volts (which was done - see above). As already explained earlier, cassettes can have either a parallel connection of 6 volts, or a serial connection of 12 volts. To protect the battery and engine from short circuit, fuse 121 is used (Fig. 5).

To improve ease of use, each handle 6 of the underwater towing vehicle 1 is mounted with the possibility of its rotation (see Fig. 6, Fig. 7 and Fig. 8). To do this, at the end of each handle 6 there are made radially directed grooves, and in the surrounding

at least one threaded through hole with a screw mounted to move the end into the groove is formed of its body part. Specifically, to ensure the formation of grooves at the end of each handle 6, a cylindrical sleeve 79 with radially directed blind holes 80 can be rigidly fixed, for example, with glue or welding, and at least one threaded threaded hole is formed in the surrounding part of the additional housing 3 hole 81. A screw 82 is screwed into the hole 81, and the end of the screw can enter the hole 80 when it is screwed. Preferably, the number of threaded holes 81 corresponds to the number of blind holes 80.

To change the position of each handle 6 relative to the additional housing 3, it is necessary to unscrew the screw 82 from the hole 81 so that the end of the screw completely protrudes from the corresponding radially directed blind hole in the sleeve 79. After that, the free end of the handle 6 must be rotated to the required angle so that in the new the position coincided with the axis of the other hole 80 and the axis of the hole 81. Then screw the screw 82 so that its end waxes in the other hole 80 and again firmly connect the handle 6 with the additional housing 3. For velicheniya number of fixed positions of each arm 6 relative to the secondary body 3, the number of holes 81 to be increased and make Large Live one, as is for example shown in Figure 6 or in FIG. 7. Sleeve 79 may be directly

installed in the additional housing 3. But a more preferred design option is to mount it inside the additional sleeve 83, pre-mounted in the thickened portion 84 of the additional housing 3. The additional sleeve 83 can be installed on the adhesive in the additional housing 3, and can be performed together with this additional case (integral cast with it using, for example, special formwork). Other design options are possible. Between the sleeve 79 and the additional sleeve 83, it is advisable to install a sealing ring 85 to ensure tightness. A through hole 86 is made inside the sleeve 79. The cavity of this hole is designed to accommodate the wire 87, as shown in FIG. 6.

To control an underwater towing vehicle under water (to turn the electric motor 8 on and off, control the speed of movement, etc.) it can be equipped with spring-loaded control means 88 mounted on at least one of the handles 6. Expression of at least , on one handle in this case means that the spring-loaded pressure control can be installed on both handles. In this latter case, the Low-speed electric motor operating mode will be controlled by a spring-loaded push-button control mounted on one handle, and High-speed operation - by a spring-loaded push-pull control mounted on another handle.

Let's consider its construction in more detail.

The spring-loaded pressure control means comprises a pusher 89 placed in the console 90 of the bracket 91 and screwed into the sleeve 92 with a threaded cavity installed at its end at the location of the switch 93 mounted on the bracket 91, mounted on the handle 6 with screws 94. On the outer the surface of the handle is a rotary lever 95, for example, under the thumb or forefinger. The pivot arm is fixed to the axis 96 by means of pins 97. The axis itself is rigidly connected to the cam 98 by means of a pin 99. The cam 98 is in contact with the pusher 89 screwed onto the sleeve 92. The pusher 89 and the sleeve 92 are in contact with the rod 100 located in the cavity 101 102 of the bracket 91 and under the influence of the spring 103. The spring 103 is held in the cavity 101 by a screw 104. The compression force of the spring 103 can be adjusted both by moving the sleeve 92 along the pusher 89 due to the threaded connection between them, and by screwing the screw 104. Turn off Only 93 is fixed to the common bracket 91 with screws 105. Wires 87 are connected to the switch 93. For sealing, the bracket 91 is closed with a glass 106, secured with a screw 107 and sealed with rings 108. A rubber cover 109 is put on the bracket 91 and the glass 106. The cover 109 can be made not only of rubber, but also of any other suitable flexible material. Case 109

mounted on the handle with 6 screws 110 to provide sealing rings 111.

To control an underwater towing vehicle, the diver presses the lever 95 with his finger, thereby turning the cam 98. As a result of the action of the cam 98 on the end of the pusher 89, the latter moves in the holes of the console 90, compressing the spring 103 with the sleeve 92 and the rod 100, and acting on the switch 93. The axis 96 is sealed in the bosses 112 of the cover 109 by means of rings 113. One of the most complex elements of the device is the design of the bracket 91. Therefore, the applicant considers it necessary to disclose it in more detail in Fig.20 - Fig.25.

In the upper part of the bracket there are holes 114 to accommodate the axis 96. For fixing the bracket 91 to the handle 6, holes 115 are made for screws 94 in it. A hole 116 with a thread for screw 107 and a hole 117 with a thread for screw 104 are formed in the lower part of the bracket. Holes 118 are intended for mounting the circuit breaker 93 with screws 105. On the outside of the boss, annular grooves 119 are made for fastening the sealing rings 108 for sealing the cavity of the bracket.

This towing vehicle has zero buoyancy in fresh water and positive buoyancy in seawater. This is due to the fact that the diver’s depth of immersion in fresh water is usually small, and therefore, with the accidental loss of an underwater tug, it is easy to find. However, if positive buoyancy is ensured in

fresh water, then in seawater it can reach unacceptably high values, leading to inconvenience for the diver (in case of accidental release, the underwater towing vehicle too quickly rises and the diver does not have time to catch it).

To prevent the formation of increased pressure of gases emanating from the batteries inside the auxiliary housing, this housing can be equipped with any suitable valve that vents the gas into the aquatic environment when the pressure is exceeded, for example, by the well-known ball-loaded spring-loaded valve placed on a spherical base. With increased gas pressure, overcoming the force of the spring, it lifts the ball above the spherical base and part of the gas goes into the aquatic environment. After that, the ball again sits on a spherical base, sealing the cavity of the additional housing 3.

The claimed utility model, possessing the technical parameters of middle-class underwater towing vehicles (in speed, depth of immersion, range of movement, uninterrupted duration of work under water), has half the mass and overall dimensions compared to them.

President of the International

conversion fund / i / i :: - i,

CN

M.A. Ananyan, May 1997 1. published. Sources of information Copyright certificate of the USSR No. 365062, cl. In 63 G 9/06, 1972 (prototype).

Claims (23)

1. An underwater towing vehicle, including an underwater towing body, inside the cavity of which an engine is mounted, connected to a drive means for providing movement through the aquatic environment, a battery for generating electric energy for the engine and means in the form of hand grips for gripping with hands, characterized in that inside the cavity An underwater towing housing around the engine mounting place is formed by an annular element for mounting the engine, one side flush fitted to the end surface engine with the ability to provide heat transfer to the body of an underwater tug, made with the possibility of heat transfer to the aquatic environment.  2. The towing vehicle according to claim 1, characterized in that the underwater towing body is adjacent to the engine at least on a part of its longitudinal length with the possibility of heat transfer.  3. The towing vehicle according to claim 1 or 2, characterized in that the annular element for mounting the engine is formed in plan, essentially above one of the bearings of the engine with the possibility of providing heat transfer to the underwater towing body.  4. The towing vehicle according to claim 3, characterized in that the engine is connected to a planetary-type gearbox, one of the carrier bearing of which is surrounded by an annular element for mounting the engine, and the other bearing and satellite of the carrier are braked by a castellated wheel in contact with the inner surface of the cavity of the underwater towing body in plan, at least above these satellites and the bearing with the possibility of heat transfer, moreover, the satellites of the carrier are made protruding into its cavity and engaged with the gear end in output motor shaft.  5. The towing truck according to claim 1, or 2, or 3, or 4, characterized in that a submersible electric motor for outboard motors, the mass of which with a propeller does not exceed 5 kg, is used as the engine.  6. The towing truck according to claim 1, or 2, or 3, or 4, characterized in that the collector electric DC motor with electromagnetic excitation of the D-120 type is used as the engine.  7. The towing vehicle according to claim 1, characterized in that the engine and the battery for generating electric energy for the engine are arranged sequentially one after another along a common longitudinal axis.  8. The towing vehicle according to claim 1, characterized in that the battery for generating electric energy for the engine is placed in an additional housing connected to the underwater towing housing by means of at least one hollow pylon mounted between their end parts on one side of the underwater towing vehicle, on its other side, an annular element for mounting a battery with fixing means is formed inside the cavity of the additional body, and an annular element for I'm fixing the engine.  9. The towing device of claim 8, characterized in that the tool in the form of hand grips is attached to an additional body.  10. The towing truck according to claim 8, characterized in that the pylons are mounted rotatably.  11. The towing device of claim 8, wherein the locking means comprises an adjacent battery removable cover of the additional housing and a sleeve sandwiched between the end of the battery and the removable cover.  12. The towing device of claim 8, characterized in that the battery is formed of a pair of cassettes docked at the ends, covered by plates from the outer ends and pulled together by parallel pins inside the cassettes, and each cassette is made up of cylindrical batteries placed parallel to the studs and enclosing them at the ends of the clips .  13. The towing truck according to claim 12, characterized in that at least a pair of studs is made with protrusions in the central part covered by an additional plate, and the batteries are electrically connected in series and their output buses are pressed against the protrusions by the same poles, and the studs and protrusions are made of electrically conductive material.  14. The towing truck according to claim 12 or 13, characterized in that the battery is made with external dimensions approximately equal to the internal dimensions of the cavity of the additional housing, with the possibility of ensuring a tight fit between them.  15. The towing truck according to claim 12 or 13, characterized in that it is equipped with ballast weights for placement along the longitudinal lateral sides of the battery, which are installed with the possibility of tight fit between the battery and the additional housing.  16. The towing truck according to claim 12 or 13, characterized in that the battery uses batteries type NKGTs-6.  17. The towing truck according to claim 9, characterized in that radially directed grooves are made in the end part of each handle, and at least one through threaded hole is formed in the enclosing part of the body with a screw mounted to move the end into the groove.  18. Towing according to claim 1, characterized in that it is equipped with a spring-loaded pressure control means mounted on at least one handle.  19. The towing truck according to claim 18, characterized in that the spring loaded control means comprises an arm fixed to the handle, in the upper part of which an axis is mounted for rotation, the ends are rigidly connected to the lever, and the central part is connected to the cam in contact with the end face installed in the channel of the console of the rod bracket, the other end of which is spring-loaded, and on the rod mounted with the possibility of movement supported by the end face on the console sleeve with the possibility of interaction with the switch mounted on the bracket .  20. The towing truck according to claim 18, wherein the bracket is covered by a glass attached to it.  21. The towing device of claim 8, characterized in that it is equipped with removable wings.  22. The towing truck according to item 21, wherein the wings are mounted on the body of an underwater towing vehicle. 23. Tug according to item 21 or 22, characterized in that the wings are mounted with the possibility of changing position.