BOAT

Abstract

The utility model relates to the field of shipbuilding and concerns the design of small vessels, and more specifically, the design of a boat. The boat comprises a hull made of thermoplastic material, comprising a bow section equipped with a bow buoyancy element; a stern section; a starboard side and a port side, each of which is equipped with a side buoyancy element connected to the bow buoyancy element; a bottom; wherein the buoyancy elements are made in the form of pipes. The boat is distinguished in that, at the junctions of the bow and side buoyancy elements, reinforcement sections are provided, characterized by an increased pipe wall thickness. The utility model makes it possible to increase the rigidity of the boat structure and, as a result, reduce the weight of the boat while maintaining sufficient rigidity. 7 clauses, 7 figs.

Description

[0001] The utility model relates to the field of shipbuilding and concerns the design of small vessels, and more specifically, the design of a boat.

[0002] Currently, small vessels (in particular, boats and motorboats) are widely used, the hulls of which are made by welding from sheet thermoplastic materials, usually high-density polyethylene (HDPE) and polypropylene block copolymer.

[0003] To improve stability and increase carrying capacity, these boats feature bow and / or side buoyancy elements (called sponsons) connected to the bow, stern, and sides of the boat, respectively (called RIBs, or rigid inflatable boats). These buoyancy elements typically take the form of balloons or tubes of varying cross-sections and can be made either inflatable from a material like PVC or rigid, such as HDPE. The latter option is preferred for its additional rigidity.

[0004] A boat hull is known (see Russian Federation Utility Model Patent No. RU163726U1, IPC B63B 5 / 24, published 10.08.2016), comprising a polypropylene bottom and cylindrical buoyancy elements welded to the bottom, as well as sheet overlays welded to the bottom and the buoyancy elements to form longitudinal volumetric structures. The disadvantages of such a design are, firstly, the lack of transverse hull frame elements that provide lateral rigidity of the hull. Secondly, the sides of such a boat are formed by buoyancy elements and reinforced with sheet overlays. Therefore, to ensure sufficient side height, the buoyancy elements must have a fairly large diameter, and the sheet overlays must be wide. In addition, with an increase in the diameter of the buoyancy elements, the thickness of their walls must correspondingly increase. All this increases the material consumption and weight of the structure of such a boat.

[0005] A boat is known (see Russian Federation Utility Model Patent No. RU171715U1, IPC B63B 5 / 24, published June 13, 2017), comprising a welded HDPE hull made of pipe elements that also serve as sides, a sheet bottom, a keel transitioning into the stem, a transom, and lockers located under the benches, the ribs of which serve as frames, and the partitions in them are stringers. The disadvantage of this design, as in the previous case, is the increased material consumption due to the large diameter of the pipe elements forming the sides. In addition, the lockers containing frames and stringers and forming the bases for the seats are welded to the bottom, but not to the sides, and serve only to increase the rigidity of the bottom. Thus, there is also a lack of transverse framing elements of the boat hull.

[0006] A boat is known (see https: / / buks-club.ru / lodka-iz-pnd-dzhonbot-320-ozernaya, access date 06.12.2024, closest analogue), containing a welded hull made of HDPE, containing a bow section, a stern section, a starboard side, a port side, a bottom, connected to each other by welding, a bow and two side buoyancy elements in the form of HDPE pipes, a set of benches forming seats, each of which contains a horizontal element and a vertical element connected to each other in the form of the letter "T", wherein the horizontal element is connected to the sides of the boat, and the vertical element is connected to the bottom. The disadvantages of this design include the lack of stiffening elements in areas that primarily require reinforcement, such as the junctions of the sides with the bow, the junction of the bow and sides with the buoyancy elements, the installation locations of the oarlocks, and the connection of the buoyancy elements with the stern.Furthermore, this design lacks sufficient transverse hull framing—the sides are connected only at the top by horizontal seat members. This means that to achieve the required hull rigidity, it is necessary to increase the thickness of the HDPE sheet used for the hull components, as well as the wall thickness of the buoyancy elements, which adds weight and increases material consumption.

[0007] Thus, the technical problem is to eliminate the above-mentioned shortcomings of known solutions and develop a boat design with increased rigidity by strengthening the structure in the most critical areas in terms of load.

[0008] The technical result is increased structural rigidity of the boat. As a result, it becomes possible to reduce the thickness of other boat components, thereby reducing the boat's weight while maintaining sufficient rigidity.

[0009] The boat comprises a thermoplastic hull comprising a bow section equipped with a bow buoyancy element; a stern section; starboard and port sides, each equipped with a side buoyancy element connected to the bow buoyancy element; and a bottom; wherein the buoyancy elements are formed as tubes. The stated problem is solved, and the technical result is achieved, by providing reinforcement sections at the junctions of the bow and side buoyancy elements, characterized by increased tube wall thickness.

[0010] The stern part comprises at least one power beam connected at the ends to the side buoyancy elements.

[0011] The power beam is made in the form of a profile pipe made of thermoplastic material.

[0012] The side buoyancy elements in the area of ​​their connection with the power beam contain reinforcement sections with increased pipe wall thickness.

[0013] The boat contains rowlocks made of thermoplastic material, built into the side buoyancy elements.

[0014] In the locations of the oarlocks in the buoyancy elements, reinforcement sections with increased pipe wall thickness are made.

[0015] Reinforcement sections occupy from 5% to 50% of the total length of the buoyancy elements.

[0016] The internal volume of the buoyancy elements contains gas-filled material.

[0017] Fig. 1 shows an axonometric view of a boat according to the utility model.

[0018] Fig. 2 shows an axonometric view in longitudinal section of a boat according to the utility model.

[0019] Fig. 3 shows a cross-sectional axonometric view of a boat according to the utility model.

[0020] Fig. 4 shows a bottom view of the boat according to the utility model.

[0021] Fig. 5 shows an example of joining pipes with different wall thicknesses at the boundary of the buoyancy element reinforcement section.

[0022] Fig. 6 shows a local axonometric view of a section of the buoyancy element with an installed oarlock.

[0023] Fig. 7 is an enlarged view A of Fig. 6 showing the oarlock.

[0024] Boat 1 (Fig. 1-4) comprises a hull 2 ​​equipped with buoyancy elements 3, 4 (also called sponsons). Hull 2 ​​comprises a bow section 5 with a bow buoyancy element 3, a stern section 6, a starboard side 7 with a side buoyancy element 4, a port side 8 with a side buoyancy element 4, and a bottom 9. The hull elements are made of sheet thermoplastic material, in particular low-density polyethylene (LDPE) or polypropylene block copolymer. HDPE is preferred due to its greater impact strength at low temperatures. The boat hull elements are preferably connected to each other by welding.

[0025] The buoyancy elements 3, 4 include a bow buoyancy element 3 connected to the upper edge of the bow part 5 and two side buoyancy elements 4 connected to the upper edges of the left and right sides 7, 8. The buoyancy elements 3, 4 extend along the outer side of the boat 1, that is, the bow buoyancy element 3 is located on the outer side of the bow part 5, and the side buoyancy elements 4 are located on the outer side of the sides 7, 8. The buoyancy elements 3, 4 are made of pipes made of the same thermoplastic material from which the other elements of the hull 2 ​​of the boat 1 are made, preferably from HDPE. The bow buoyancy element 3 is hermetically connected to the side buoyancy elements 4. The free ends of the side buoyancy elements 4 at the stern part 6 have sealed plugs 10. Thus, the internal volume of the buoyancy elements 3, 4 is hermetically sealed from the environment in order to ensure a reserve of buoyancy of the boat 1 in the event of a hole or other damage to the bottom 9 and / or sides 7, 8.On the lower surface of the side buoyancy elements 4 at the stern part 6 of the boat 1, fins (not shown in the figure) can be installed to ensure stability on course.

[0026] The internal volume of buoyancy elements 3, 4 preferably contains a gas-filled material (not shown in the figure) with a specific density lower than that of water. This increases the buoyancy reserve of boat 1 in the event of a breach of hull 2 ​​and / or buoyancy elements 3, 4. In particular, such a gas-filled material may be expanded polystyrene, foam plastic, polyurethane foam, etc., which can be injected or blown into the volume of buoyancy elements 3, 4.

[0027] Oarlocks 11 may be built into the internal volume of the side buoyancy elements 4. As shown in Figs. 1, 2, each side buoyancy element 4 comprises one oarlock 11, which is a rod made of a thermoplastic material, hermetically built into the internal volume of the side buoyancy element 4 (see Figs. 6, 7). In this case, the upper end of the rod is located flush with the surface of the side buoyancy element 4. In the upper end of the rod, a blind groove is made to a depth corresponding to the length of the oarlock axis. The rod is hermetically connected at the ends (in particular, by welding) to the walls of the pipes of the side buoyancy elements 4.

[0028] Unlike RIB boats with soft inflatable buoyancy elements, buoyancy elements 3, 4 according to the utility model are made of a rigid thermoplastic material, and, in addition to increasing the buoyancy of the boat 1, they increase its transverse and longitudinal rigidity.

[0029] The stern part 6 preferably comprises a transom. At least one power beam 12 may be connected to the stern part 6, which provides the possibility of attaching an outboard boat motor (not shown in the figure) and is connected at the ends to each of the side buoyancy elements 4. Preferably, as shown in Figs. 1, 2, the stern part 6 comprises two power beams 12, at least one of which is connected to the side buoyancy elements 4. Such a design provides an additional increase in the transverse rigidity of the boat 1.

[0030] Preferably, the power beam 12 is formed as a thermoplastic profile tube connected to each of the side buoyancy elements 4. This allows for a rigid connection of the power beam 12 to the side buoyancy elements 4 and to the stern section 6. Even more preferably, a steel core is located within the profile tube of the power beam 12, imparting additional rigidity to the power beam 12.

[0031] In boats with rigid buoyancy elements, according to the state of the art, if additional stiffness is needed, the wall thickness of the buoyancy elements, as well as the thickness of the hull elements, is typically increased. However, this negatively impacts the material consumption and, ultimately, the boat's weight. The author of this utility model discovered that to significantly increase the rigidity of a boat's structure, it is not necessary to thicken all structural elements; rather, it is sufficient to provide small (relative to the overall length of the buoyancy elements) reinforcement sections in the most load-critical areas.

[0032] Thus, at the junction of the bow buoyancy element 3 and the side buoyancy elements 4, at the locations of the installation of the oarlocks 11, as well as in the area of ​​connection of the side buoyancy elements 4 with the power beam 12, reinforcement sections 13 are provided, characterized by an increased wall thickness of the pipe of the buoyancy elements 3, 4. Fig. 5 shows an example of the implementation of a joint of pipes with different wall thickness of the pipe at the boundary of the reinforcement section. Preferably, the reinforcement sections 13 can occupy from 5% to 50% of the total length of the buoyancy elements 3, 4. Even more preferably, the reinforcement sections 13 can occupy from 10% to 20% of the total length of the buoyancy elements 3, 4. Moreover, such reinforcement sections 13 provide a significant increase in the rigidity of the structure of the boat 1 with a small increase in the weight of the buoyancy elements 3, 4. Increasing the rigidity, in turn, allows for a reduction in the thickness of the hull elements 2 of the boat 1, which ultimately results in a reduction in the weight of the boat 1.

[0033] The boat 1 comprises at least one bench 14, 15, 16 made of thermoplastic material, forming the base of the seat. In the general case, the bench 14, 15, 16 is a three-dimensional structure, the structural elements of which are connected to the right and left sides 7, 8 of the hull 2. In particular, the bench 14, 15, 16 comprises at least two structural elements connected to each other at a right angle and forming a transverse set of the hull 2. Each of the structural elements of the bench 14, 15, 16 is connected to the right and left sides 7, 8 of the hull 2. At least one of the structural elements of the bench 14, 15, 16 is connected to the bottom 9.

[0034] The number of benches 14, 15, 16 is determined by the size and purpose of the boat 1. Fig. 1-4 shows an example of a three-seater boat 1, which contains three benches - a bow bench 14, near the bow part 5 of the boat 1, a central bench 15, near the center along the length of the boat, and a stern bench 16, near the stern part 6 of the boat 1. Each of the central and stern benches 15, 16 contain three structural elements connected to each other in the form of a three-dimensional structure of a U-shaped section (U-shaped structure) made of sheet thermoplastic material. Each of the elements of the U-shaped structure is connected to the right and left sides 7, 8 of the hull, and two elements are connected to the bottom 9.In the illustrated embodiment, the bow section 5 contains a fore-spigot, and the bow bench 14 contains two structural elements connected to each other in the form of a volumetric structure of an L-shaped cross-section (L-shaped structure) made of sheet thermoplastic material, each of which is connected to the sides 7, 8 of the boat 1, wherein one of the structural elements is connected to the bow section, and the other to the bottom 9. In addition, a bench of a similar L-shaped structure can be a stern bench connected to the stern section 6.

[0035] The author of the utility model discovered that the presence of at least one bank 14, 15, 16 of such a design, the structural elements of which are connected to the bottom 9 and sides 7, 8 of the boat, forming the transverse power set of the hull 2, significantly increases the transverse rigidity of the structure of the boat 1.

[0036] The connections of the benches 14, 15, 16 with the sides 7, 8, the bow 5 and the bottom 9 are made continuous and sealed, preferably welded, in order to ensure a rigid connection, as well as to increase the buoyancy reserve of the boat 1 in the event of a hole or other damage to the bottom 9 and / or sides 7, 8 and / or buoyancy elements 3, 4. In addition, to further increase the buoyancy reserve of the boat 1, the internal volume of at least one bench 14, 15, 16 contains a gas-filled material (not shown in the figure), the specific density of which is less than the density of water. In particular, such a material can be expanded polystyrene, foam plastic, polyurethane foam, etc.

[0037] On the outer side of the boat 1, side stiffeners 17 are provided, made in the form of plates from a sheet thermoplastic material and representing longitudinal stiffening elements. Side stiffeners 17 (Fig. 3) are located on the outer side of the hull 2 ​​along the right and left sides 7, 8 so that one edge of each side stiffener 17 is connected to the side buoyancy element 4, and the other - to the corresponding right or left side 7, 8. The author of the utility model discovered that, thanks to the presence of such stiffeners 17, the longitudinal rigidity of the boat 1 structure is significantly increased, which allows the boat hull to be manufactured from a material of thinner thickness.

[0038] Preferably, the boat 1 may comprise a bow stiffener 18 (Fig. 2) and a stern stiffener 19 (Fig. 4) made in the form of plates made of sheet thermoplastic material and representing transverse stiffeners. The bow stiffener 18 is located on the outer side of the hull 2 ​​along the bow part 5 so that one edge of the bow stiffener 18 is connected to the bow buoyancy element 3, and the other - to the bow part 5. The bow stiffener 18 is connected at the ends to the side stiffeners 17. The stern stiffener 19 is integrated with the power beam 12, i.e. connected by its surface to the surface of the side of the power beam 12, in particular, the lower side of the power beam 12. The aft stiffening rib 19 is connected at the ends to the side stiffening ribs 17. Thus, the side stiffening ribs 17, the bow stiffening rib 18 and the aft stiffening rib 19 form a closed reinforcing frame along the entire perimeter of the boat 1.This contributes to an even greater increase in the longitudinal and transverse rigidity of the structure.

[0039] The connections of the corresponding stiffening ribs 17, 18 with the sides 7, 8, the buoyancy elements 3, 4, the bow part 5, and the stern part 6 are made airtight. In this way, a airtight space is formed between the side stiffening ribs 17, the side buoyancy elements 4 and the sides 7, 8, as well as a airtight space between the bow stiffening rib 18, the bow buoyancy element 3 and the bow part 5, which provide an additional reserve of buoyancy of the boat 1 in the event of a hole or other damage to the bottom 9, sides 7, 8 and / or the buoyancy elements 3, 4. In addition, to further increase the reserve of buoyancy of the boat 1, the said airtight spaces may contain a gas-filled material (not shown in the figure), the specific density of which is less than the density of water. In particular, such material may be polystyrene foam, foam plastic, polyurethane foam, etc.

[0040] Thus, in the preferred embodiment, the longitudinal frame of the boat 1 is formed by the side buoyancy elements 4 and the side stiffeners 17, and the transverse frame of the boat 1 is formed by the bow stiffener 18, the bow buoyancy element 3, at least one bench 14, 15, 16 connected to the sides 7, 8 and the bottom 9, as well as at least one power beam 12. The formation of a closed reinforcing frame from the stiffeners 17, 18, 19 along the perimeter of the boat 1 contributes to an even greater increase in the rigidity of the structure of the boat 1. The implementation of the reinforcement sections 13 in the areas of the buoyancy elements 3, 4 subject to the greatest load with an increased wall thickness of the pipes provides a significant increase in the rigidity of the boat 1 with a minimal increase in weight. All this makes it possible to reduce the thickness of the hull elements 2 of the boat 1 and ultimately reduce the weight of the boat 1.

[0041] Next, we will consider a specific non-limiting example of the implementation of boat 1 according to the utility model.

[0042] The design of boat 1, according to the example of implementation, is based on a boat with john-boat contours and a flat bottom, similar in size and design to the motorboat "Kazanka-6 (6M)". The hull of boat 1 is made of sheet low-density polyethylene (HDPE), preferably HDPE-100 RC, the parts are connected to each other by welding. Due to the use of HDPE as a material with a minimal coefficient of friction (0.1), and a flat bottom, the boat can move on snow in winter as a trailer for a walk-behind tractor or a tracked towing vehicle. The density of HDPE-100 RC is less than one (0.96), which gives the structure additional buoyancy. The use of HDPE-100 RC as a structural material ensures the integrity of the structure even with multiple through-penetration of structural elements. Moreover, repair of damaged elements is possible even in field conditions.

[0043] Floatation elements 3 and 4 are made from sections of HDPE-100 pipes of various cross-sections. In this example, given a length of 4500 mm and a width of 1480 mm, the outer diameter of buoyancy elements 3 and 4 is 250 mm with a wall thickness of 3.9 mm (SDR (Standard Dimensional Ratio) 64) over approximately 80% of the total length of the buoyancy elements and 9.6 mm (SDR 26) in the reinforcement sections (as indicated above). Compared to buoyancy elements made from solid pipes with SDR 26, this reduces their weight by half. The pipe sections are butt-welded, which ensures an optimal combination of weight and structural strength while maintaining long-term strength. With a total weight of buoyancy elements 3 and 4 of about 35 kg (approximately 1 / 3 of the hull weight), they provide a buoyancy reserve of at least 450 kg.The internal volume of buoyancy elements 3, 4 is filled with expanded polystyrene, which keeps the buoyancy reserve almost unchanged even with repeated penetration of the walls of the pipes of buoyancy elements 3, 4.

[0044] Floatation elements 3, 4 are welded to the upper edge of sides 7, 8 and bow 5, forming a side thickness along the edge of at least 9 mm, which ensures the necessary rigidity of the connection.

[0045] The transverse set is formed by three banks 14, 15, 16, the internal space of which is filled with expanded polystyrene, which provides an additional buoyancy reserve of at least 120 kg even with multiple penetrations.

[0046] The longitudinal frame comprises external stiffening ribs 17, 18, and 19 in the form of a solid welded frame made of 8 mm thick HDPE sheet, integrated with the power beam 12 and connecting the lower half of the buoyancy elements 3 and 4 with the sides 7 and 8 and the bow 5, thereby forming an external power frame (side (bow) - buoyancy element - stiffener) with a cross-section close to triangular. This power frame ensures the necessary rigidity of the side, which can be made of HDPE-100 sheet no more than 5 mm thick. The interior of the power frame is filled with expanded polystyrene, which provides an additional buoyancy reserve of at least 40 kg, even with multiple penetrations.

[0047] Stern section 6 is reinforced with two power beams 12 welded to it. The lower power beam 12 is welded to buoyancy elements 3 and 4 and integrated with the stern stiffener 19. Power beams 12 are made of 50x50 HDPE profiled pipe, which is reinforced with an internal core of 40x40 steel pipe. This ensures the necessary strength of the transom of stern section 6, which is made of 100-gauge HDPE sheet no more than 8 mm thick.

[0048] Oarlocks 11 are built into the internal volume of the side buoyancy elements 4, which ensures the convenience of rowing with full-size oars.

[0049] This design thus offers the increased stability and carrying capacity of boats with inflatable buoyancy elements (RIBs) and the strength and reliability of rigid-hull boats. The additional buoyancy provided by buoyancy elements 3 and 4 allows for both planing and displacement modes. Filling the interior of buoyancy elements 3 and 4, benches 14, 15, and 16, and the space between stiffener 17 and 18, sides 7 and 8 (bow 5), and buoyancy elements 3 and 4 with gas-filled material (specifically, expanded polystyrene) ensures the unsinkability of boat 1 even when fully loaded.

[0050] Thus, by implementing buoyancy elements 3, 4 with reinforcement sections 13 in the most critical load-bearing areas, the rigidity of the boat 1 structure is significantly increased. This allows the use of hull elements 2 of boat 1 and buoyancy elements 3, 4 of smaller thickness, and, as a result, a significant reduction in the weight of boat 1. All this has a positive effect on the performance of boat 1, in particular, increasing the maximum speed, stability, and transportability.

Claims

1. A boat containing a thermoplastic housing containing a bow section equipped with a bow buoyancy element; stern section; starboard and port side, each of which is equipped with a side buoyancy element connected to the bow buoyancy element; bottom; and the buoyancy elements are made in the form of pipes, characterized in that At the junctions of the bow and side buoyancy elements, reinforcement sections are provided, characterized by an increased thickness of the pipe wall.

2. A boat according to claim 1, characterized in that the stern section contains at least one power beam connected at the ends to the side buoyancy elements.

3. A boat according to paragraph 2, characterized in that the power beam is made in the form of a profile pipe made of thermoplastic material.

4. A boat according to paragraphs 2 and 3, characterized in that the side buoyancy elements in the area of ​​their connection to the power beam contain reinforcement sections with increased pipe wall thickness.

5. A boat according to paragraphs 1-4, characterized in that it contains rowlocks made of thermoplastic material built into the side buoyancy elements.

6. A boat according to paragraph 5, characterized in that in the locations of the oarlocks in the buoyancy elements, reinforcement sections with increased pipe wall thickness are provided.

7. A boat according to paragraphs 1-6, characterized in that the reinforcement sections occupy from 5% to 50% of the total length of the buoyancy elements.

8. A boat according to paragraphs 1-7, characterized in that the internal volume of the buoyancy elements contains a gas-filled material.

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