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SUPER-SPEED AND HIGH-ECONOMIC WATER SUPPLY VESSELS
NEW DESIGN WITH NOSE MOTOR PLACEMENT

Maslenkov Mikhail Yakovlevich

The development of vehicles is characterized by a steady increase in their speeds. Rapidly increasing the speed of aircraft, a significant shift in speed occurred over the past decade in rail transport, accelerate their running cars. And only the speed of transport ships, despite the longest period of their development in comparison with other modes of transport, remain much lower than the speeds of other vehicles. The reason for the comparative speed of ships is that the vessel, moving on the edge of two environments (water and air), is forced to produce complex perturbations of large masses of heavy and viscous liquids, which require significant energy expenditure to achieve any significant speed. Therefore, the real speeds of transport ships of a more or less decent displacement usually do not exceed 15-20 knots.

The development of the principles of the movement of ships using underwater wings and an air cushion made it possible in the 1960s to create passenger ships with speeds of two or three times the speed of traditional vessels. The fleet of high-speed vessels began to grow rapidly. In the 1980s, high- speed catamarans joined high-speed hydrofoils ( SPK ) and air cushion ( SVP ). The gain in water resistance in the motion of catamarans as compared to conventional vessels is achieved with large elongations of the hulls and high relative velocities (Froude numbers more than 0.5 ). And in recent years, catamarans are gradually replacing the SEC and SVP from the fast-moving world fleet, the proportion of which is constantly decreasing. Such a drop in interest in them is primarily due to very high energy costs and increased costs for the operation of these vessels. In addition, the displacement of most of the SPK and SVP is limited to the top of the order of 400-500 tons , which greatly narrows the area of ​​their use.

For many decades the world shipbuilding industry has not had any significant successes in terms of speeding up transport, so we can talk about the system-wide crisis of the world shipbuilding and the need to move to new technical solutions and new ship designs that allow for a quantitative and qualitative leap of their technical characteristics. Unfortunately, SEC, SVP , catamarans and multi-hull vessels, ekranoplans and other exotics solve either minor or particular problems of shipbuilding. Therefore, the further path of evolutionary modernization of ships of traditional design is certainly losing and even deadlock, because There is no possibility of a sharp improvement in the technical, navigational and operational characteristics of ships. And the only way that can quickly and with relatively small financial costs lead to domestic and world shipbuilding from the system-wide crisis is the development and construction of ships based on new principles that would allow for an abrupt increase in the performance of these vessels by tens of percent or several times in comparison with the existing ones .

ANALYSIS OF THE PROBLEM

Up to now, the overwhelming majority of the world's surface fleet consists of vessels of displacement type with propulsion units located in the stern. But, as mentioned above, for many decades of its existence, the speed of vessels of this type has not changed significantly and currently amounts to several tens of kilometers per hour, despite the improvement in the shape of the hull and the propulsion system of hundreds of thousands of horsepower.

But it is the placement of propellers in the aft part of the vessel that creates the conditions for the appearance of forces of resistance to movement. So, when propulsors work, a zone of low pressure is created in the stern of the vessel, and corresponding frontal pressure forces act on its nose part. Overcoming it and expanding the mass of water, the hull of the vessel creates a system of waves, leading to the appearance of a wave resistance, which basically limits the speed of the vessel's movement by the known Froude ratio. When the vessel is moving, friction forces act on its body, and counteract the movement. The sum of these basic forces creates a powerful resistance to the movement of ships.

Logically, attempts to place propellers on the bow of the ship looked logical. The " front drive " had to reduce the head pressure and lead to the appearance of feed pressure forces acting in the direction of travel. However, the positive effect of the well-known designs of vessels with " front-wheel drive " is almost completely eliminated by increasing frictional forces due to the "sticking" of thrust jets to the hull and the redistribution of pressure forces along the hull of the vessel.

As is known, the propulsive qualities of a ship are determined not only by the resistance to movement of the hull and the efficiency of the engine, but essentially depend on the value of the suction coefficient t and the coefficient of the associated flow W. With the traditional outlines of the hull and the location of the propulsor in the stern t = 0.06-0.08, W = 0.02-0.05 , and the influence factor of the hull nk = (1-t) / (1-W) = 0.94 -0.98 , i.e. Is close enough to the limit.

With the nasal arrangement of the propulsors for the known vessel designs, t = 0.2, W = 0 , and the hull effect factor nk = 0.8 , i.e. The ship's propulsive qualities in this case deteriorate by almost 20% . This is one of the reasons why the " front-wheel drive " to date has not found practical application in shipbuilding.

If we analyze the formula for the coefficient nk from the point of view of conventional hydromechanics, it will be seen that surface ships of the traditional type have a very small reserve (by several percent) to improve their technical and economic performance. The way out of this situation is possible only by moving to a qualitatively different technical system, the idea of ​​which was suggested several years ago by Tatyana Saveliev and M.Ya. Maslenkov .

FORMULATION OF THE PROBLEM

It can be seen from the same formula nk that only the coefficient of the associated flow W can ensure its significant increase. As it increases to unity, the coefficient nk tends to infinity. It should be noted that obviously insufficient attention has been paid to the passing stream in shipbuilding, although its influence on the movement of the ship is known and passively used ( see, for example, TK Gilmer, Design of a Modern Ship, Leningrad, Shipbuilding, 1984, p.153; H. Baader: Travel, tourist and sports boats., L., Shipbuilding, 1977, p.274 ). The last of these books says: "The propeller is always aspired to be located as advantageously as possible in the field of the associated flow, the influence of which increases the thrust of the propeller, without requiring an increase in power." The stronger the associated flow, the lesser power is required from the propulsion unit . "

However, until now, it has not been possible to create a tail flow capable of exerting a noticeable influence on the propulsive qualities of ships, although this problem has not been explicitly encountered in the literature on shipbuilding. At the same time, in natural conditions such flows can be observed quite often, for example, behind sharp protrusions or bends of river banks. These are powerful and fairly long streams directed against the current of the river. In the literature on navigation they are called abnormal currents and are very unpleasant for small ships. On the Siberian rivers, even century-old trees fall into and out of them. Thus, if to repeat this natural phenomenon by technical means and create a sufficiently powerful tail flow along the hull, it will be possible to significantly reduce the energy consumption of the vessel or increase the speed of its movement with the same power of the propulsion system.

We will estimate quantitatively the possible improvement of propulsive qualities of the vessel in accordance with this technical solution. Assuming for the bow arrangement of the propellers t = 0.2 , which we had previously operated on, and considering that in this case, the entire underwater part of the hull behind the midship section can be covered by a by-pass flow, i.e. W = 0.8-0.9 , we obtain: nk = (1-0.2) / (1- 0.8-0.9) = 4-8 !!!

From this it can be seen that this technical solution will increase the propulsive qualities of the ship by several times, and not by several percent, which is still in reserve with traditional design ships. The speed of the movement of about a hundred and more kilometers per hour can become quite real, which will make it possible to bring water transport to a qualitatively different level. At the same time, the field of activity here is almost unlimited - from high-speed sports and traveling boats to giant transport vessels and tankers.

THE ESSENCE OF THE PROPOSED DEVELOPMENT

The positive effect in the proposed technical solution is provided by the complex use of a number of physical effects that are formed or purposefully created by technical means in the new vessel design. This complex of physical effects and technical measures includes:

• The reduction in frontal pressure and the formation of feed pressure forces acting in the direction of motion;
• Elimination of wave formation and the principal speed limitation of the vessel caused by it;
• The creation of a passing flow along the hull of the ship and the appearance of frictional forces in the direction of motion and contributing to it and some others.

The correctness of the initial assumptions and the working capacity of the idea were verified by the authors on small-sized models with propellers. Structurally, propellers were located in the bow of the hull at an acute angle to the main and diametrical planes of the ship, and the traditional shape of the hull was also slightly modified.

Model tests showed that:

• In front of the bow of the vessel, a deflection of the water surface and a zone of reduced pressure are created, which leads to the appearance of forage pressure forces directed towards the movement;
• Persistent jets from propellers are not pressed against the body and behind them a flow is formed; Due to ejection into stubborn streams, the associated flow acquires a velocity greater than the speed of the vessel, which leads to the appearance of frictional forces, but directed towards the movement and contributing to it;
• The intake of water in the bow and the associated flow along the hull in the direction of motion eliminate the wave formation and the ship moves in calm water, at the same time the principal speed limitation caused by the wave impedance is removed;
• The ship acquires a high exchange rate stability and high maneuverability, while turns can be made practically on the spot;
• With idle propulsors in conditions of external agitation, the ship turns its nose to the waves and moves towards them, which contributes to its vitality and unsinkability.

Thus, in this technical solution, the thrusters, the thrust jets and hull of the ship they create interact as a single unit, significantly weakening the forces of resistance to movement or even changing their direction and helping the movement. In this case, one can already speak of a single propulsion-hull complex, unlike traditional-type vessels, where the engine has to overcome the resistance forces created by it and the hull of the ship.

However, according to experts, it is very difficult to carry out purely theoretical justifications for the physical effects described above. It is necessary to carry out correctly set experiment on full-scale models and / or full-scale tests of small size vessel, which either confirm the validity of the above idea and give life to a new direction in shipbuilding, or show its inconsistency.

A comparison of the characteristics of vessels of known designs with the placement of propulsors in the stern and bow and vessels according to the proposed technical solution is given in the table.

As can be seen from the table, practically all the characteristics can be improved substantially for the vessels in the present technical solution. And as experts know, traditional design ships have to improve some characteristics by compromise deterioration of others. And this, perhaps, is the greatest advantage of this technical solution.

The proposed technical solution can be used in the design and construction of high-speed displacement vessels of virtually all existing types - from small boats to giant cargo ships and tankers, and warships of various classes. Unattainable earlier technical characteristics will allow creating ships of a new destination.

The vessels on the proposed technical solution will also have such competitive advantages as:

1. Simplification of the contours of the underwater part of the hull, increasing the manufacturability and reducing the labor intensity of their manufacture.

2. Significant increase in the internal volumes of the hull, expansion of the ship's layout, the possibility of applying additional security measures.

3. Substantial increase in deck areas, which in principle is important for ships of all types, and especially for warships.

4. Completeness of nasal contours will not significantly worsen seaworthiness of the vessel, which will allow building high-speed large-capacity cargo and passenger ships and vessels of new design and purpose, including military ones.

5. Significant improvement in the handling and maneuverability of ships, improving safety of navigation.

6. Fouling of the hull will not affect the running qualities of the vessel, which will significantly reduce operating costs.

7. Increasing the speed of traffic several times should significantly increase the role of water transport in the world transport system and lead to a reduction in the cost and significant growth of shipments by water transport.

8. The consequences for the environment will be most favorable. The reliability and maneuverability of ships will improve, which will help to avoid many possible emergencies and significantly reduce the environmental consequences from them. The smaller capacity of marine power plants will require less fuel consumption and will reduce harmful emissions into the air and water environments. A larger useful internal volume will allow allocating more space for collection of harmful wastes inside the ship and not throwing them into the water or placing additional equipment for their processing or regeneration.

9. The mass of advantages will also have military ships of a new design. This is an essentially greater speed and maneuverability, high profitability. Excellent seaworthiness, a large deck area, the ability to "smear" the ship over the surface and reduce its visibility and ensure high unsinkability. Large internal volumes will allow to place more weapons, manpower and equipment, take additional measures to improve the safety of the ship, increase the autonomy of navigation,

It remains only to make sure that the above technical solution only promises a bright future for domestic and world shipbuilding, but it is practically feasible and with quite small material and time costs.

Given that the proposed technical solution seriously affects the foundations of traditional shipbuilding and hydromechanics, its implementation in the usual way will require enormous intellectual, material and time costs, and overcoming conservative scientific and bureaucratic barriers. Therefore, it is more expedient to construct, based on the recommendations of the authors, an experimental sample of a small-sized boat and carry out its sea trials.

The results of testing the experimental sample should confirm the correctness of the ideas contained in the proposed technical solution. This confidence is based on the fact that the proposed technical solution is based not on the speculative assumptions of the authors, but on physical effects actually existing in nature and partially described in the scientific and technical literature, which are proposed to be repeated in a comprehensive and purposeful manner by technical means. According to some experts on hydromechanics, with whom this technical solution was discussed, if it allows to increase the speed of the ships not by several times, but at least by 30-50% , then this will be a big leap in shipbuilding.

After the practical verification of the proposed technical solution and confirmation of the effects described in it, it will be possible to launch a series of full-scale R & D activities for the various types of vessels most in demand. Their successful implementation will make it possible to talk about the possibility of Russia occupying a worthy place in the market of complex and highly scientific shipbuilding, transport, passenger and military shipbuilding. At the same time, ships with this technical solution, having several times higher operating and operational characteristics, will have a simpler design, less need for complex technological and specialized equipment, greater versatility, etc.

This technical solution was submitted to several investment funds and took part in several competitions. In 2004 , it was highly appreciated at the contest of Russian innovations - it reached the final, but, unfortunately, it still did not receive funding. It is not yet possible to find investors for financing the manufacture and testing of the experimental sample. Do not have to count on state support, which, as practice shows, usually ends with empty talk about the need for an innovative way of development of Russia or the development of another program or concept of development (including domestic shipbuilding), often not supported by financial means.

So it is necessary to be engaged in practical realization of the idea independently and due to small free means of authors. And this naturally has a big impact on the timing of the work and on their quality. And, as shown by the two prototypes made in this way, from what one manages to get or what it takes for money, the desired final result does not always work out. But the work, albeit slowly, is going on, there are also some positive results. There are also interested lovers of watermotors and there is a hope that in the next 1-2 years a "right" model will be made, the tests of which will confirm the physical effects described above and give life to a new direction in shipbuilding.

print version
Author: M.Ya. Maslenkov, inventor
PS The material is protected.
Date of publication 25.02.2005гг

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