RU2652374C1 - Ship hull - Google Patents

Abstract

FIELD: ship building.

SUBSTANCE: invention relates to the field of shipbuilding and relates to the design of ships capable of withstanding the power of an underwater explosion without destroying the hull. Ship hull contains a hermetic and rigid inner body that is rigidly and hermetically fastened to the extreme ends of the ship hull, and a hermetic and resilient outer body that encloses the inner body and is resiliently and hermetically fastened to the extreme ends. Machines and mechanisms are mounted in the inner body. Outer body is made of an elastic material, preferably of basalt fiber reinforced polymer, and comprises a thick walled bottom part, coupled with the end and board sections of a smaller thickness, decreasing respectively to the extreme ends and to the top, with the possibility of elastic deformation during water hammers produced by a blast wave. Deck floor is rigidly fixed to the extreme ends of the ship hull and to the upper edges of the board sections of the outer and inner bodies. Gap between the inner and outer bodies is not less than the allowable elastic deflection of the outer body.

EFFECT: technical result is expressed in increasing the survivability of the ship.

3 cl, 2 dwg

Description

The invention relates to the field of shipbuilding and for the design of ships capable of withstanding the force of an underwater explosion without destroying the hull, injuring or killing crew members and damaging sensitive equipment.

Vessels are known whose hulls are capable of absorbing the power of underwater explosions by shock-absorbing devices mounted on the outer surface of the hull, the rigidity of which does not differ from the known ones (see, for example, US patent No. 1236033, B63B3 / 10, 1917).

This additional equipment is extremely heavy and has a negative effect on the hydrodynamic features of the vessel, its speed and maneuverability potentials.

A ship’s hull is known, which is capable of elastic deformation during water shock from a blast wave, containing deck overlap, bow and stern ends, while machines and mechanisms are mounted above the hull’s inner surface without direct contact with it, and the hull thickness increases from side to keel ( see US No. 4719871, IPC B63B5 / 24; B32B3 / 26, 1985).

However, such installation of machines and mechanisms complicates the design of the vessel, since it requires the installation of a large number of shock absorbers and the organization of special suspension units, both for the power unit and for the habitable compartment, in addition, the survivability of the vessel is not ensured when the hull is destroyed.

Also known is the hull of the vessel, made with the possibility of elastic deformation during hydroblows from a blast wave, containing deck overlap, bow and stern ends (see US 4193367, IPC B63B3 / 16; B63B43 / 18, 1980).

The disadvantage of this solution is the relatively small limit of the deformation of the body without breaking the casing, which is thin and elastic and supported on the elements of the transverse set, which significantly limits the possible limits of its deformation and, taking into account its small thickness, excludes the possibility of significant plastic deformation without breaking the casing elements after depletion of reserves of its elastic deformation, which reduces the survivability of the vessel with a close explosion of mines.

The task of the invention is to increase the survivability of the vessel with a close explosion of mines.

The technical result, which is manifested in the solution of the problem, is expressed in increasing the survivability of the vessel with a near mine explosion, due to the fact that the hull deformation limit is expanded without breaking the skin, the elastic deformation of which dissipates most of the impact of the shock from the blast wave, due to the force of the explosion or its proximity to the vessel, the possibilities of plastic deformation of the skin elements are also exhausted and its rupture occurs, this cannot threaten the survivability of the vessel.

The essence of the claimed invention lies in the fact that the hull of the vessel, made with the possibility of elastic deformation during shock from a blast wave, containing deck overlap, bow and stern ends, characterized in that it contains a sealed and rigid inner hull which is rigidly and tightly bonded to the bow and stern the hull ends of the vessel, made rigid, and covering her tight and elastic outer hull, which is elastically and hermetically bonded to the bow and stern ends, while the morning case is equipped with transverse bulkheads and contains a longitudinal, transverse set and sheathing of the sides and bottom, the machines and mechanisms being mounted in the inner case, the outer case is made of elastic material, preferably of basalt plastic, and contains a bottom part made of thick-walled, conjugated with terminal and airborne sections of smaller thickness, decreasing, respectively, to the extremities and to the top, with the possibility of elastic deformation during water hammer from a blast wave, and deck overlap made as a rigid plate, the ends of which are rigidly fastened to the ends of the hull, which contains a transverse and longitudinal set and flooring, and is rigidly connected with the upper edges of the side sections of the outer and inner hulls, while the deck deck set is integrated with the set of the inner hull, in addition, the gap between the inner and outer shells is not less than the allowable elastic deflection of the outer shell. In addition, the gap between the inner and outer shells is at least 500 mm. In addition, propulsion devices are mounted at the aft end of the vessel.

A comparative analysis of the features of the claimed solution with the signs of the prototype and analogues indicates the conformity of the claimed solution to the criterion of "novelty."

The features of the distinctive part solve the following functional tasks.

A sign indicating that the hull of the vessel "contains a sealed and rigid inner hull", provides the possibility of stationary placement of the mechanisms, machines and equipment of the vessel and survivability of the vessel during the destruction of the outer hull.

Signs indicating that the rigid inner hull is “rigidly and hermetically bonded to the fore and aft ends of the hull made rigid” provide for the formation of a rigid (“base”) ship structure that rigidly fixes the tip of the vessel in space and the tightness of this structure. In addition, it is essential to ensure the integrity of the lines of the vessel and preserve the kinematic connection of the engine and propulsion.

A sign indicating that in addition to the rigid inner hull of the vessel there is a “tight and elastic outer hull covering it, which is resiliently and sealed to the bow and stern ends,” provides the formation of an elastically deformable protective outer shell for the inner hull, resting on the rigid base of the vessel, perceiving on water shock from the blast wave and scattering it. In this case, the outer hull provides high hydrodynamic characteristics of the vessel, its speed and maneuverability.

Signs indicating that "the inner casing is provided with transverse bulkheads and contains a longitudinal, transverse set and casing of the sides and bottom" provide rigidity of the inner casing.

Signs indicating that “the machines and mechanisms are mounted in the inner hull” ensure that they are placed in the area of the vessel minimally subject to loads and vibrations resulting from a mine explosion, which simplifies the design of their fastening.

Signs indicating that "the outer casing is made of elastic material", provide increased elastic deformability of the casing, due to the appropriate selection of material.

A sign indicating that the outer hull is made "preferably from basalt plastic", specifies one of the possible variants of the hull.

Signs indicating that the outer casing "contains a bottom part made of thick-walled, conjugated with end and side sections of smaller thickness, decreasing to the extremities and to the top, with the possibility of elastic deformation during water shock from the blast wave", provide increased elastic deformability of the outer housing due to its design.

Signs indicating that "deck overlap is made as a rigid plate, the ends of which are rigidly fastened to the ends of the hull, which contains a transverse and longitudinal set and flooring, and is rigidly connected with the upper edges of the side sections of the outer and inner hulls", work as a rigid horizontal connection between the ends of the vessel, and exclude the vertical displacement of the outer hull relative to the inner, without elastic deformation of the first.

Signs indicating that the "deck deck set is integrated with the set of the inner hull", provide, in addition, the work of deck deck and as the overlap of the inner hull.

Signs indicating that "the gap between the inner and outer shells is not less than the allowable elastic deflection of the outer shell", ensure the realization of the elasticity margin of the inner shell and exclude its impact on the inner.

Signs indicating that “the gap between the inner and outer shells is at least 500 mm” specify the minimum gap size.

Signs indicating that “propulsion devices are mounted at the aft end of the vessel” exclude the effects of shockwaves from the blast wave on the shaft lines and propulsion.

The invention is illustrated using figure 1 and figure 2. In Fig.1 is a side view, in Fig.2 is a rear view - the main Fig.

The drawings show a deck floor 1 containing deck deck 2 and longitudinal 3 and transverse 4 elements of the set. Also shown are bow 5 and stern 6 of the extremity, inner case 7, its transverse bulkheads 8, longitudinal 9 and transverse 10 set, sheathing 11 of the sides 12 and bottom 13, machines 14, mechanisms 15, outer case 16, its bottom 17, its end 18 sections, side sections 19 of the outer casing 16, their upper edges 20, the gap 21 between the inner 7 and the outer 16, the buildings, propulsion devices 22.

Deck overlap 1 is made as a rigid plate, the ends of which are rigidly fastened to the ends 5 and 6 of the ship's hull, which contains transverse 4 (beams) and longitudinal 3 (stringers) elements of the set and deck deck 2, and is rigidly connected with the upper edges of the side sections 19 of the outer 16 of the hull and the upper edges of the inner hull 7, while the deck deck set 1 (its longitudinal 3 and transverse 4 elements) is integrated with the set of the inner hull 7 (transverse 4 elements (beams) are connected to the transverse set 10 (frames) of the inner the casing 7, and the longitudinal 3 elements of the overlap set 1 are used as stringers, i.e., like the longitudinal set 9 of the inner casing 7).

The bow 5 and stern 6 ends of the hull are made as rigid hermetic structures, i.e. have their own power kit with sheathing and are separated from the space of the inner 7 and outer 16 buildings by waterproof bulkheads (not shown in the drawings).

The inner housing 7 is sealed and rigid, for which it is equipped with transverse bulkheads 8 (at least some of which are waterproof), longitudinal 9 (stringers) and transverse 10 (frames) set, complemented by longitudinal 3 and transverse 4 elements of the deck deck 1 The sides 12 of the inner casing 7 and its bottom 13 are provided with a casing 11, the thickness of which is preferably constant over the entire area or differs slightly. In this case, the inner hull 7 is rigidly and hermetically bonded to the bow 5 and stern 6 ends of the hull. Machines 14, mechanisms 15 are mounted in the inner casing 7 and mounted on standard vibration-proof foundations (not shown in the drawings). Propulsion devices 22, including shaft shafts and propulsors (screws), can be mounted both in the inner hull 7 and in the aft end 6 of the vessel, but the latter is preferable.

All hull elements, including the ends of the vessel, the outer and inner hulls, deck decking, bulkheads, and set elements are made of composite material, preferably basalt plastic.

The inner casing 7 is covered with a gap 21 (at least 500 mm) of the outer casing 16, made airtight and elastic, which is elastically and hermetically bonded to the bow 5 and stern 6 ends, while the outer case contains a bottom part 17, with end (bow and fodder) sections 18, side sections 19 with upper edges 20. In this case, the bottom part 17 is made of thick-walled (200 mm in the bottom part) and is connected with the end 18 and side 19 sections of a smaller thickness, decreasing, respectively, to the ends and to the top, with the possibility of elastic eformirovaniya at hydroblows from the blast (due to the flexibility and elasticity of the material from which it is made, as well as the outer housing of the embodiment).

The claimed device operates as follows.

In the process of movement and maneuvering, the external hull, taking into account the hydrodynamic loads actually acting on it, “works” like a normal rigid hull of a ship.

When a mine is detonated at a fairly close distance from the vessel, a hydrodynamic shock to the outer hull 16 falls on the bottom part 17, which leads to its upward movement to the inner hull 7. Moreover, the rigidity of the deck overlap 1 eliminates the possibility of a corresponding upward displacement of the upper edges 20 of the side sections 19 of the outer case 16, therefore, such a displacement of the bottom part 17 can be realized due to elastic deformation of its thinner end sections 18 and / or the thinnest zones of the side sections 19 of the outer case 16.

The elasticity of the connection of the front and rear edges of the outer casing 16 with the ends 5 and 6 increases the elastic deformability of the bottom part 17, since it excludes the possibility of its operation as beams with pinched ends.

Thus, the dynamic deflections of the outer hull 16 (can reach and exceed 500 mm) do not affect the survivability of the technical means of the vessel, since they do not have direct contact with the external hull 16 of the vessel during their installation and operation (the exception is movers and retractable devices located in hard (strong) extremities 5 and 6).

The tightness of the inner hull 7 ensures the survivability of the vessel during the destruction of the outer hull 16, due to a very close mine detonation.

The rigidity of the inner hull 7 and its rigid bonding with the rigid bow 5 and stern 6 ends of the hull provide the formation of a rigid (bearing) “beam” in the structure of the vessel, which ensures the integrity of the ship's lines and preserves the kinematic connection of the engine and propulsion.

Claims (3)

1. The hull of the vessel, made with the possibility of elastic deformation during water hammer from the blast wave, containing deck overlap, bow and stern ends, characterized in that it contains a tight and rigid inner hull, which is rigidly and tightly bonded to the bow and stern ends of the ship’s hull, made rigid, and enclosing it is a sealed and elastic outer casing, which is elastically and hermetically bonded to the bow and stern ends, while the inner casing is provided with transverse bulkheads and will have a longitudinal, transverse set and sheathing of the sides and bottom, and the machines and mechanisms are mounted in the inner case, while the outer case is made of elastic material, preferably of basalt plastic, and contains a bottom part made of thick-walled, paired with terminal and side sections of smaller thickness, decreasing, respectively, to the extremities and to the top, with the possibility of elastic deformation during hydroblows from a blast wave, and the deck overlap is made as a rigid plate, the ends of which are rigidly hidden insulated with the ends of the hull, which contains a transverse and longitudinal set and deck and is rigidly connected with the upper edges of the side sections of the outer and inner hulls, while the deck deck set is integrated with the set of the inner hull, in addition, the gap between the inner and outer hulls is not less than permissible elastic deflection of the outer casing. 2. The hull according to claim 1, characterized in that the gap between the inner and outer hulls is at least 500 mm. 3. The hull according to claim 1, characterized in that the propulsion device is mounted in the aft end of the vessel.

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