SU2734A1 - Hull - Google Patents

Description

The form of the proposed hull is designed to reduce to a minimum the impedance of the vessels when moving on the surface of the water. For this, the vessel in the underwater part is attached with outlines that should eliminate all the water moving apart by the nose. The vessel’s motion is moving and the entire bottom of the vessel is pressed under the vessel’s bottom and thereby facilitating the correct formation of hydrodynamic jets from the bow to the stern only in the parallel to the median plane of the vessel.

FIG. 1 shows a longitudinal section and a top view of the proposed vessel hull; FIG. 1 is a section according to AA and BB of FIG. 1, in FIG. 1-section at X of FIG. 1 and in FIG. CC cross section of FIG. 1. in FIG. 2, 3, 4 and 5 depict modifications; in FIG. 5 is a section according to AA in FIG. 5 in FIG. 5 is a sectional view at X of FIG. 5 - And in FIG. - cross section according to explosives of fig. five.

So that the oncoming water comes under the vessel without a strike and is not subjected to any pressure in the horizontal planes of the waterlines at an angle to the movement of the vessel, the bottom of the vessel

in diametral section and buttocks, it forms a formation that is crookedly by a curve close to a natural wave profile and tangent at the end points to the load waterline 1 and 5 (fng. 1). The sides of the vessel are made parallel from the bow to the stern, both between themselves and the diametrical plane j (Fig. 1). Because of this, a moving vessel produces pressure only on the bottom of the surrounding water environment, and the sides experience one friction. The cross sections of the vessel along the waterline and the frame are shaped as rectangles 4 and 2-3 (Fig. 1). The fore-and-aft frames have a constant width when loaded. At the same time, the entire longitudinal sharpness of the vessel’s shape is achieved by transferring the point to the vessel’s diametrical section and buttocks. In order to keep oncoming water under the bottom and to prevent water squeezing, the side appendages of 6, 7, 8 B are arranged under the entire vessel from bow to stern as a continuation of the beams that descend below the bottom and form lateral keels (Fig. 1). An artificial channel is formed between these Kills under the bottom for the flow of oncoming water from the bow to the stern. Lateral carina receive their greatest development there. where the bottom has the highest slope 7 (Fig. 1), and to L1idel their height gradually decreases (8 in Fig. 1).

Shown in FIG. 1 basic form provides a number of modifications for various practical purposes. For cargo ships with y.mereny speeds, in order to increase the displacement coefficient, the form shown in FIG. 2. different from FIG. 1 by the fact that the bottom at 1 distance is outlined parallel to the cargo, keeping a curvilinear outline to the bow and stern (Fig. 2).

For small vessels, the lower edges of the lateral carinae / O (Fig. 3) are located in the plane of the bottom at the mid-section.

For ships with variable depth. since it is impossible to bring the bottom to the cargo area during all precipitation, the bottom goes to a normal cargo with a slight inclination, keeping the same direction for a certain extent and in the surface part 77 (Fig. 4).

For the purpose of reducing slum resistance, shape modifications are applicable for many types of ships. shown in FIG. 1, by replacing the lateral carinae in the form of flat appendages by introducing the bottom 72 and 13 concave shape of the vessel inside (FIG. 5). In this case, the trim of the bottom is brought to the lower edge of the board.

PRED M E T G1 L T E N T L.

1. The hull, characterized by this combination of forms (Fig. 1),

that: a) the diametral plane and buttocks are delineated along one or another curve, tangent at the end points to the load waterline, b) sections of the waterline have the form of rectangles, c) frames and outlines of rectangles of constant width at the load waterline, g ) the bows from the bow to the stern are parallel, both between themselves and the median plane of the vessel, e) the side appendages b, 7, 8, descending below the bottom and being a continuation of the sides, serve as lateral kilos all the way from the bow to poop.

2. Modification described in point 1 of the hull of the vessel, characterized in that, in order to increase the displacement coefficient of the vessel (Fig. 2), the bottom at the middle is outlined parallel to the cargo, keeping a curvilinear outline to the nose and cortex.

3. The change described in paragraphs 1 and 2 of the hull of the village. characterized in that the lower edges of the lateral carinae 70 (Fig. 3) are located in the plane of the bottom at the mid-section.

4. Variation of the vessel hull described in paragraph 1, characterized in that the bottom of the extremities can be brought with a slight tilt, retaining in part the same direction above the cargo and surface part (Fig. 4).

5. Modification of the vessel hull described in paragraph 1, characterized in that instead of arranging the lateral carinae in the form of attachments to the flat bottom, the latter can be concave in shape (Fig. 5), in which case the overall bottom structure is brought to the lower edge of the board.

Tio-lithographs Kxiaciibiii Pechatnik, Peiingrad, Edena1).

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