SU998212A1

SU998212A1 - River ship aft end

Info

Publication number: SU998212A1
Application number: SU813332931A
Authority: SU
Inventors: Анатолий Григорьевич Ляховицкий; Александр Борисович Белкин; Александр Иванович Палатов
Original assignee: Ленинградский Ордена Трудового Красного Знамени Институт Водного Транспорта; Центральное технико-конструкторское бюро Министерства речного флота РСФСР
Priority date: 1981-09-03
Filing date: 1981-09-03
Publication date: 1983-02-23

Description

(54) КОРМОВАЯ ОКОНЕЧНОСТЬ РЕЧНОГО СУДНА(54) FEED LIMITS OF RIVER SHIP

1one

Изобретение относитс к судостроению, в частности к кормовым оконечност м речных судов.The invention relates to shipbuilding, in particular to the stern tips of riverboats.

Известна кормова оконечность речнога судна, содержаща центральный и бортовые скеги, сопр женные с днищем, а также гребные винты 1.The fodder end of the river vessel is known, containing the center and side skids associated with the bottom, as well as the propellers 1.

Недостатком известной кормовой оконечности речного судна вл етс малый пропульсивный коэффициент.A disadvantage of the known aft end of a river vessel is the low propulsion coefficient.

Целью изобретени вл етс увеличение пропульсивного коэффициента дл кормовой оконечности речного судна.The aim of the invention is to increase the propulsion coefficient for the aft end of a river vessel.

Поставленна цель достигаетс тем, что в кормовой оконечности речного судна, содержащей центральный и бортовые скеги, сопр женные с днищем, а также гребные винты, центральный и бортовые скеги в зоне расположени гребного винта соединены между собой в нижней части, образу рабочие каналы, .каждый из которых имеет отношение длины к диаметру вписанной в него окружности, равное 0,40-0,90, и переходит во входной канал, при этом образующие входного и рабочего каналов в плоскости ватерлинии, проход щей через ось гребного винта, в месте пересечени междуThe goal is achieved by the fact that in the aft tip of a river vessel containing central and side skids, conjugated with the bottom, as well as propellers, the central and side skids in the area of the propeller are interconnected in the lower part, forming working channels, each of which has a length to diameter of the circle inscribed in it, equal to 0.40-0.90, and passes into the inlet channel, thus forming the input and working channels in the plane of the waterline passing through the axis of the propeller at the intersection between

собой расположены под углом 100-150 друг к другу,, а входной канал имеет носовой участок с шириной, равной ширине корпуса судна, и кормовой участок, плавно сужающийс в сторону рабочего канала и со5 пр женный с последним.are located at an angle of 100-150 to each other, and the inlet channel has a bow section with a width equal to the width of the hull of the vessel, and a stern section, gently tapering towards the working channel and coinciding with the latter.

На фиг. 1 изображена кормова оконечность судна; на фиг. 2 - то же, сечение в плоскости ватерлинии, проход щей через ось гребного винта, план; на фиг. 3 - тоFIG. 1 shows the stern end of the vessel; in fig. 2 - the same, section in the plane of the waterline passing through the axis of the propeller, the plan; in fig. 3 - then

Q же, на проекции «корпус теоретического чертежа.Q, on the projection of the “body of the theoretical drawing”.

Claims

The stern end of the vessel consists of a central I and side 2 skegs interconnected in the area of the propeller 3 in their lower part by means of a bottom 4 with the formation of a working channel 5 having a length to diameter ratio of inscribed circumference 0.40 - 0.90 and passing into the entrance channel consisting of the bow 6 and the feed 7 plots. At the same time, the generators 8 and 9, respectively, of the aft 7 section of the inlet and working 5 channels in the plane of the waterline passing through the axis of the propeller 3, intersect at an angle L 100-150. The bow section 6 of the inlet channel has a width equal to that of the ship and the feed section 7 smoothly narrows to the working channel 5. During the vessel, thanks to the work of the propellers 3, the inlet 6 and 7 and the working 5 channels are filled with water. Minimizing the diameter of the propeller 3, the volume of the working channel 5 and ensuring simultaneous water leaks from the sides and bottom due to the appropriate shape of the bow 6 and the stern 7 sections of the input channel ensure efficient operation of the propellers 3 in all modes, including . The limits of change in the angle l 100-1-150 ° are determined by the condition of providing simultaneous leakage of water to the propellers from the sides and the bottom. Smooth contours of the hull aft tip eliminate additional losses for the formation of vortices and also contribute to an increase in the propulsion coefficient. The ratio of the length of the working channel 5 to a diameter in the range of 0.40-0.90 reduces hydraulic losses and contributes to an increase in the propulsion coefficient. The lower limit of the ratio of the length of the working channel 5 to the diameter, equal to 0.40, is determined by the condition for ensuring the formation of a uniform flow in the area of the propeller. The upper limit, equal to 0.90, is determined by the allowable amount of hydraulic losses in the working channel 5. Due to the presence of solid cylindrical borders of the working channel 5 near the edges of the blades of the propellers 3, the end losses for liquid flow decrease, which increases the efficiency of the propellers 3. Installing rowing viats 3 inside the working channels 5 significantly increases the reliability of their work, and the distance of the upper part of the channels 5 above the waterline when the vessel is positioned without a stroke makes it possible to access the rowing screws during the voyage of the vessel. The proposed form of the aft tip, due to an increase in the propulsive coefficient and protection of the propulsion and steering complex, will provide an opportunity to increase the ship’s transport work, reduce fuel costs and make it possible to carry out propulsion repairs afloat without docking or slipping the ship. All this makes it possible to significantly increase the propulsive ratio of the vessel with limited draft and the reliability of the propellers, especially in conditions of clogged and shallow fairways. The invention of the Kormovaya tip of a river vessel, containing the central and side skegs associated with the bottom, as well as propellers, characterized in that, in order to increase the propulsive coefficient, the central and side skegs in the zone of the propeller screw are interconnected at the bottom image working channels, each of which has a ratio of length to diameter of the circle inscribed in it, equal to 0.40-0.90, and goes into the input channel, thus forming the input and working channels in the waterline plane, through the axis of the propeller, at the intersection between them are located at an angle of 100-150 ° to each other, and the inlet channel has a bow section with a width equal to the width of the ship's hull, and a stern section, gradually tapering towards the working channel and matching with last one. Sources of information taken into account in the examination 1. USSR author's certificate in application No. 2971868L, cl. B 63 B 1/08, 1980 (prototype).