Транцевая корма. Транцевая корма

Транцевая корма - это... Что такое Транцевая корма?

Транцевая корма Транцевая корма

вид кормы корабля (судна), имеющий прямые очертания в плане и вертикальной плоскости.

EdwART. Толковый Военно-морской Словарь, 2010

Транспортное судно
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транцевая корма — Вид кормы судна, имеющей прямые очертания в плане и в вертикальной плоскости. [ГОСТ 13641 80] Тематики корабли и суда … Справочник технического переводчика
Транцевая корма — 20. Транцевая корма Вид кормы судна, имеющей прямые очертания в плане и в вертикальной плоскости Источник: ГОСТ 13641 80: Элементы металлического корпуса надводных кораблей и судов конструктивные. Термины и определения … Словарь-справочник терминов нормативно-технической документации
КОРМА — (Stern) задняя оконечность судна, как надводная, так и подводная. В зависимости от вида, который корма имеет в плане, последняя получает дополнительное название прямой, круглой или острой. Самойлов К. И. Морской словарь. М. Л.: Государственное… … Морской словарь
Корма — I Корма задняя оконечность судна. Форма подводной части К. влияет на сопротивление воды движению судна, его управляемость и на условия работы судового движителя (См. Судовой движитель), а очертания её надводной части определяют удобство… … Большая советская энциклопедия
Корма (задняя оконечность судна) — Корма, задняя оконечность судна. Форма подводной части К. влияет на сопротивление воды движению судна, его управляемость и на условия работы судового движителя, а очертания её надводной части определяют удобство расположения судовых устройств… … Большая советская энциклопедия
КОРМА — задняя оконечность судна. По очертаниям верх. части различают К. (см. рис.) обыкновенную (эллиптическую), крейсерскую (с большим погружением), транцевую (с плоским срезом). К. с незамкнутым ахтерштевнем наз. открытой. На нек рых реч. судах К.… … Большой энциклопедический политехнический словарь
ГОСТ 13641-80: Элементы металлического корпуса надводных кораблей и судов конструктивные. Термины и определения — Терминология ГОСТ 13641 80: Элементы металлического корпуса надводных кораблей и судов конструктивные. Термины и определения оригинал документа: Superstructure deck Примечание. При наличии нескольких ярусов надстройки судна палубы надстройки… … Словарь-справочник терминов нормативно-технической документации
Тральщики-искатели мин типа «Сэндаун» — Тральщики типа «Сэндаун» … Википедия
Валовый объем шлюпки — (cubic capacity): внутренний объем, который определяется по правилу Симпсона или каким либо другим способом, дающим такую же или более высокую степень точности. Для выполнения этого вычисления следует принять, что транцевая корма имеет нулевую… … Официальная терминология
валовый объем шлюпки — 2.3 валовый объем шлюпки (cubic capacity): Внутренний объем, который определяется по правилу Симпсона или каким либо другим способом, дающим такую же или более высокую степень точности. Для выполнения этого вычисления следует принять, что… … Словарь-справочник терминов нормативно-технической документации

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Транцевая корма — Википедия

Транцевая корма современного судна.

Транцевая корма — тип образований кормы судна, при котором она имеет плоский срез в подводной части, прямые очертания в плане и вертикальной плоскости.

Слово происходит, скорее всего, от искажённого лат. transtrum — «банка», скамья для гребцов.

Содержание

В деревянном судостроенииПравить

Транцевая корма парусника. Богатое украшение транцевой кормы на судне середины XVII века.

Изначально парусные корабли имели практически симметричные обводы носовой и кормовой частей, что, в частности, позволяло парусно-гребному кораблю легко причаливать носом к необорудованному побережью и отходить от него задним ходом. Однако по мере увеличения размеров кораблей это преимущество оказалось менее актуальным, зато появилась необходимость во вместительных внутренних помещениях для размещения груза и команды.

Так как длина корабля была ограничена, получить дополнительный объём можно было за счёт придания корме более полных обводов и возведения кормовой надстройки — полуюта (ахтеркастля). Кроме того, появление около XII века навесного руля вместо рулевых вёсел вынуждало придавать ахтерштевню прямую форму, что также способствовало изменению формы кормы в целом. Со временем появились корпуса, у которых корма была «срезана», что позволило упростить её конструкцию, а сам срез — транец (или иначе шпигель[1], от нем. Spiegel — зеркало) — зашит досками.

Видимо, впервые плоская транцевая корма появилась на каравеллах около XV века. Впоследствии она распространилась практически на все типы судов и кораблей и на столетия стала характерной деталью европейского кораблестроения. Хотя, к примеру, голландцы обычно строили корабли не с транцевой, а с очень полной округлой кормой (см. Флейт). Однако в конечном итоге победила не голландская, а английская школа кораблестроения, подразумевавшая наличие транца. Транец обычно богато украшался росписью и резьбой по дереву, на нём располагались окна капитанской каюты и офицерского салона, многоэтажные галереи с балюстрадами.

Отход от транцевой кормы наметился лишь в начале XIX века, когда сюрвеер (наблюдающий за строительством кораблей) британского Королевского флота сэр Роберт Сеппингс обратил внимание на то, что плоская корма ослабляет конструкцию корпуса и делает корабль уязвимым к продольному огню артиллерии. Он предложил делать корму не плоской, а круглой или эллиптической, с поворотными шпангоутами и толстой обшивкой, соответствующей бортовой. Это нововведение быстро распространилось во всех флотах мира.

Китайцы на своих джонках с самого начала выполняли корму транцевой, по сути это была последняя из поперечных переборок, которые у джонок играли роль шпангоутов. Более того, носовая часть джонок также нередко имела транцевую конструкцию.

В современном судостроенииПравить

К середине XIX века транцевая корма практически вышла из употребления на больших судах и кораблях, применяли её лишь при строительстве шлюпок и небольших судов прибрежного плавания.

После появления быстроходных паровых кораблей получили распространения кормы с очень острыми обводами, соответствующими наилучшей обтекаемости корпуса. Однако оказалось, что на высокой скорости такой корпус с острыми образованиями кормы приобретает сильный дифферент на корму из-за малого запаса плавучести в кормовых отсеках. Кроме того, корма сильно забрызгивалась водой, а гребные винты оказывались уязвимы к боковым ударам, для чего над ними приходилось выполнять специальное ограждение. Поэтому в первой половине XX века наметился переход обратно к транцевой корме.

Например, на советских быстроходных (43 узла) лидерах эсминцев проекта 1 «Ленинград» корма имела острые образования, однако в ходе испытаний было выявлено появление значительного кормового дифферента на полном ходу, что вынуждало принимать балласт в носовые отсеки, ухудшавший ходовые качества корабля. Поэтому на переработанном варианте проекта — лидерах пр. 38 «Минск» — конструкторы применили транцевую корму. Лидеры типа «Минск» с транцевой кормой показали на испытаниях несколько меньшую по сравнению с «Ленинградами» скорость (примерно на 3 узла) из-за ухудшения обтекания корпуса, однако на службе их скоростные возможности оказались вполне сравнимыми, при этом корабли с транцевой кормой были намного удобнее в эксплуатации, а также проще и дешевле в постройке.

Транцевая корма предотвращает появление дифферента на высокой скорости, почти не забрызгивается водой и хорошо защищает гребные винты. Кроме того, на ней удобно располагать минные скаты, предназначенные для сброса мин. На грузовом корабле транцевая корма также увеличивает внутренний объём корпуса. Особенно важно применение транцевой кормы для глиссеров, у которых она наряду с реданом днища является частью системы динамического поддержания корпуса при движении в режиме глиссирования. У моторных лодок на транец крепится подвесной мотор.

С другой стороны, для сравнительно малоскоростных судов с высоким бортом, вроде пассажирских лайнеров, вполне целесообразна круглая корма, к тому же выглядящая более эстетично.

Каммбэк — аналог транцевой кормы в автомобильной аэродинамике.

ru-m.wiki.ng

Транцевая корма Вики

Транцевая корма современного судна.

Слово происходит, скорее всего, от искажённого лат. transtrum — «банка», скамья для гребцов.

В деревянном судостроении[ | код]

Транцевая корма парусника. Богатое украшение транцевой кормы на судне середины XVII века.

В современном судостроении[ | код]

См. также[ | код]

Каммбэк — аналог транцевой кормы в автомобильной аэродинамике.

Примечания[ | код]

ru.wikibedia.ru

Транцевая корма — Википедия

Транцевая корма современного судна.

Слово происходит, скорее всего, от искажённого лат. transtrum — «банка», скамья для гребцов.

Транцевая корма парусника. Богатое украшение транцевой кормы на судне середины XVII века.

Каммбэк — аналог транцевой кормы в автомобильной аэродинамике.

gir.im

Транцевая корма ру вики

Транцевая корма современного судна.

Слово происходит, скорее всего, от искажённого лат. transtrum — «банка», скамья для гребцов.

В деревянном судостроении

Транцевая корма парусника. Богатое украшение транцевой кормы на судне середины XVII века.

В современном судостроении

См. также

ruwikiorg.ru

Транцевая корма - WikiVisually

1. Корма – The stern is the back or aft-most part of a ship or boat, technically defined as the area built up over the sternpost, extending upwards from the counter rail to the taffrail. The stern lies opposite of the bow, the foremost part of a ship, originally, the term only referred to the aft port section of the ship, but eventually came to refer to the entire back of a vessel. The stern end of a ship is indicated with a navigation light at night. Sterns on European and American wooden sailing ships began with two forms, the square or transom stern and the elliptical, fantail, or merchant stern. This frame is designed to support the beams that make up the stern. In 1817 the British naval architect Sir Robert Seppings first introduced the concept of the round or circular stern, the square stern had been an easy target for enemy cannon, and could not support the weight of heavy stern chase guns. The United States began building the first elliptical stern warship in 1820, USS Brandywine became the first sailing ship to sport such a stern. In naval architecture, the term transom has two meanings, in this sense, a transom stern is the product of the use of a series of transoms, and hence the two terms have blended. But until a new form of stern appeared in the 19th century, the stern was a floating house—and required just as many timbers, walls, windows. The stern frame provided the structure of the transom stern, and was composed of the sternpost, wing transom. If the stern had transoms above the transom, they would no longer be affixed to the sternpost. The first of these might be called a counter transom, next up was the window sill transom, above that, the larger the vessel, the more numerous and wider the transoms required to support its stern. Stern timbers – These timbers are mounted vertically in a series, each timber typically rests or steps on the transom and then stretches out. Those not reaching all the way to the taffrail are called short stern timbers, the two outermost of these timbers, located at the corners of the stern, are called the side-counter timbers or outer stern timbers. The flat surface of any transom stern may begin either at or above the waterline of the vessel. The geometric line which stretches from the transom to the archboard is called the counter. The visual unpopularity of Seppings circular stern was soon rectified by Sir William Symonds, in this revised stern, a set of straight post timbers stretches from the keel diagonally aft and upward. It rests on the top of the sternpost and runs on either side of the rudder post to a point well above the vessels waterline, the finished stern has a continuous curved edge around the outside and is raked aft

2. Каравелла – A caravel is a small, highly maneuverable sailing ship developed in the 15th century by the Portuguese to explore along the West African coast and into the Atlantic Ocean. The lateen sails gave it speed and the capacity for sailing windward, Caravels were used by the Portuguese for the oceanic exploration voyages during the 15th and 16th centuries in the Age of Discovery. Prince Henry, Christopher Columbus, and Bartolomeu Dias all used caravels, until the 15th century, Europeans were limited to coastal navigation using the barge or the balinger, ancient cargo vessels of the Mediterranean Sea with a capacity of around 50 to 200 tons. Its name may derive from an ancient boat type known as carabus in Latin and καραβος in Greek, later adopted into Arabic as qārib, indicating some continuity of its carvel build through the ages. They were agile and easier to navigate than the barca and barinel, with a tonnage of 50 to 160 tons and 1 to 3 masts, being smaller and having a shallow keel, the caravel could sail upriver in shallow coastal waters. With the lateen sails attached, it was maneuverable and could sail much nearer the wind, while with the square Atlantic-type sails attached. Its economy, speed, agility, and power made it esteemed as the best sailing vessel of its time, the limited capacity for cargo and crew were their main drawbacks, but did not hinder its success. The exploration done with caravels made the trade of the Portuguese. However, for the itself, the caravel was later replaced by the larger carrack. The caravel was one of the ships in Iberian ship development from 1400–1600. Due to its weight and thus greater speed, the caravel was a boon to sailors. Early caravels generally carried two or three masts with lateen sails, while later types had four masts, in this form it was sometimes known as caravela redonda. It had a foremast with square sails and three masts with a lateen each, for a total of 4 masts. The hull was galleon-shaped, and it is considered a forerunner of the fighting galleon, the Portuguese man o war was named after the appearance of the man-of-war, which were in use until the 17th century. Iberian ship development, 1400–1600 Notorious - a replica caravel in Australia The History and Development of Caravels - A Thesis - George Robert Schwarz, B. A. University of Cincinnati, Chair of Advisory Committee, Dr. Luis Filipe Vieira de Castro, May 2008 Museu da Marinha Museu da Marinha, fac-similes, caravela Durchbruch am Kap des Schreckens dir

3. Флейт – A fluyt is a Dutch type of sailing vessel originally designed as a dedicated cargo vessel. Originating in the Dutch Republic in the 16th century, the vessel was designed to facilitate transoceanic delivery with the maximum of space and crew efficiency. Unlike rivals, it was not built for conversion in wartime to a warship, so it was cheaper to build and carried twice the cargo, construction by specialized shipyards using new tools made it half the cost of rival ships. These factors combined to sharply lower the cost of transportation for Dutch merchants, the fluyt was a significant factor in the 17th-century rise of the Dutch seaborne empire. In 1670 the Dutch merchant marine totalled 568,000 tons of shipping—about half the European total, the standard fluyt design minimized or completely eliminated its armaments to maximize available cargo space, and used block and tackle extensively to facilitate ship operations. Another advantage of its pear-shape was a draft which allowed the vessel to bring cargo in and out of ports. This ship class was credited in enhancing Dutch competitiveness in international trade, however, its usefulness caused the fluyt to gain such popularity that similar designs were soon developed by seagoing competitors of the Dutch. The design of fluyts was largely similar to that of the early galleons and these ships typically weighed 200-300 tons and were approximately 80 feet in length. The pear-shaped vessel had a cargo bay near the waterline. In part, this design was a used to avoid high taxes collected by Denmark in the Øresund. The fluyt was square rigged with two or three masts, masts were much higher than those of galleons to allow for greater speed. At times fluyts were also armed and served as auxiliary vessels, which was a common practice in the Baltic Sea

4. Сеппингс, Роберт – Sir Robert Seppings, FRS was an English naval architect. Seppings was born at Fakenham, Norfolk, and in 1782 was apprenticed in HMNB Devonport, soon, his creation became commonly known as Seppings Blocks. For this invention Seppings received £1000 from the Admiralty, and in 1804 was promoted to be a master shipwright at Chatham. At Chatham, in spite of the repugnance to innovation displayed by the authorities of that period. Quoted as saying partial strength produces general weakness, he improved the strength. It also reduced the unwanted flexure of the keel and therefore the hull in general, Seppings, who received a knighthood in 1819, was appointed joint Surveyor of the Navy alongside Joseph Tucker in 1813, and held that office till his retirement in 1832. He died at Taunton on 25 April 1840 and this article incorporates text from a publication now in the public domain, Chisholm, Hugh, ed. Seppings, Sir Robert

5. Джонка – A junk is an ancient Chinese sailing ship design that is still in use today. Junks were used as seagoing vessels as early as the 2nd century AD and they evolved in the later dynasties, and were used throughout Asia for extensive ocean voyages. They were found, and in numbers are still found, throughout South-East Asia and India. Found more broadly today is a number of modern recreational junk-rigged sailboats. The term junk may be used to cover many kinds of boat—ocean-going, cargo-carrying, pleasure boats and they vary greatly in size and there are significant regional variations in the type of rig, however they all employ fully battened sails. The term ultimately stems from the Chinese chuán, also based on and pronounced as in the Min Nan variant of Chinese, or zhōu and it entered the English language in the 17th century through the Portuguese junco from the Malay jong or Javanese djong. The modern Standard Chinese word for a wooden cargo vessel is cáo. That said, there are divergent views on this, Pierre-Yves Manguin, amongst others, most scholars consider it was the early Song Dynasty before the fully developed hull forms and rigs were in regular use in offshore trade. The fully developed junk design exhibited innovative, though very little further developed sail plans. There is no evidence that these were adopted in Western shipbuilding by direct emulation, in this case, as in so many others, parallel invention, often in response to quite different hydrodynamic, aerodynamic or technical stimuli, is the historically better evidenced explanation. The structure and flexibility of junk sails make the junk fast, the sails of a junk can be moved inward toward the long axis of the ship. In theory this closeness of what is called sheeting allowed the junk to sail into the wind, in practice, evidenced both by traditional sailing routes and seasons and textual evidence junks neither could nor sail well into the wind. In the typical junk these were both ill-adapted to windward work because, put simply, junks were neither intended to nor designed to work to windward. The sails include several members, called battens, which in principle could provide shape and strength but in practice, because of the available materials and technology. The sails can also be easily reefed to accommodate various wind strengths, the battens also make the sails more resistant than other sails to large tears, as a tear is typically limited to a single panel between battens. In South China the sails have a curved roach especially towards the head, the main drawback to the junk sail is its high weight caused by the 6 to 15 heavy full length battens. With high weight aloft and no keel, junks were known to capsize when lightly laden due to their high centre of gravity. The top batten is heavier and similar to a gaff, in principle junk sails have much in common with the most aerodynamically efficient sails used today in windsurfers or catamarans

6. Шпангоут – In ships, frames are ribs that are transverse bolted or welded to the keel. Frames support the hull and give the ship its shape and strength, in wooden shipbuilding, each frame is composed of several sections, so that the grain of the wood can follow the curve of the frame. Starting from the keel, these are the floor, the first futtock, the second futtock, the top timber, and the rail stanchion. In steel shipbuilding, the frame can be formed in one piece by rivetting or welding sections, in this case the floor remains a separate piece. Frame numbers are the values given to the frames, they begin at 1 with the first bow frame. The total number vary per the length of a ship, the frames support lengthwise members which run parallel to the keel, from the bow to the stern, these may variously be called stringers, strakes, or clamps. The clamp supports the deck beams, on which the deck is laid. Turpin, Edward A. McEwen, William A

7. Эскадренный миноносец с управляемым ракетным оружием – A guided-missile destroyer is a destroyer designed to launch guided missiles. Many are also equipped to carry out anti-submarine, anti-air, the NATO standard designation for these vessels is DDG. Nations vary in their use of destroyer D designation in their hull pennant numbering, the U. S. Navy has adopted the classification DDG in the American hull classification system. In addition to the guns, a guided-missile destroyer is equipped with two large missile magazines, usually in vertical-launch cells. Some guided-missile destroyers contain powerful radar systems, such as the United States’ Aegis Combat System and this is especially true of navies that no longer operate cruisers, as other vessels must be adopted to fill in the gap. The first Arleigh Burke-class destroyer was designated DDG-51, as the hull numbers DDG-47-50 had been used for Ticonderoga-class ships, US Destroyers, An Illustrated Design History

8. Лидеры эскадренных миноносцев проекта 1 – The Leningrad-class destroyer leaders were built for the Soviet Navy in the late 1930s. They were inspired by the built for the French Navy. They were ordered in two groups of three each, the first group was designated Project 1 and the second Project 38. These ships were the first large vessels designed and built by the Soviets after the revolution, both ships in the Baltic Sea bombarded Finnish coast defense positions during the Winter War. During Operation Barbarossa they provided support during the German siege of Tallinn. Again they provided support during the Siege of Leningrad as they were blockaded in Leningrad. Minsk was sunk by German air attack in September 1941, but was raised and recommissioned. Neither ship did anything notable after the siege was lifted in January 1944, Moskva had a very short career in the Black Sea Fleet as she was sunk on 26 June 1941. Kharkov participated in most of the battles on the Black Sea coast, Tblisi had little to do until after the Soviet invasion of Manchuria when she transported elements of the 358th Naval Rifle Battalion to the Korean port of Rason on 12 August 1945. Not much is known of the details of their post-war careers, most underwent a lengthy modernization in the early 1950s before being relegated to roles as training or target ships in the late 1950s. They were scrapped or expended as targets in the early 1960s, ordered under the First Five-Year Plan the three Project 1 destroyer leaders were intended to lead flotillas of destroyers in combat. When the Leningrads were being designed the only destroyers in service for them to lead were old, ex-Tsarist ones that were capable of 30 knots. The three Project 38 ships were ordered under the Second Five-Year Plan and were larger than their Project 1 half-sisters. The three Project 1 ships were 127.5 m long overall and they had a beam of 11.7 m and a maximum forward draft of 4.06 m and a rear draft of 3.76 m. They displaced 2,150 long tons at load, and 2,582 long tons at full load. The Project 38 ships displaced 2,350 long tons at standard load and their massive bridge structure made them both top-heavy and poor seaboats because of the concentration of weight forward. It was intended as a replacement for the Tsarist-era 130 mm 55-caliber gun, determining the solution proved to be a long and difficult process and the first guns werent delivered until 1936, three years after the Project 1 ships were launched. The gun could be depressed to −5° and elevated to 45° at a rate of 5° per second, traverse was about 300°, but this was limited by the guns location on the ship

9. Морская мина – A naval mine is a self-contained explosive device placed in water to damage or destroy surface ships or submarines. Unlike depth charges, mines are deposited and left to wait until they are triggered by the approach of, or contact with, Naval mines can be used offensively—to hamper enemy shipping movements or lock vessels into a harbour, or defensively—to protect friendly vessels and create safe zones. Mines can be laid in many ways, by purpose-built minelayers, refitted ships, submarines and their flexibility and cost-effectiveness make mines attractive to the less powerful belligerent in asymmetric warfare. The cost of producing and laying a mine is usually anywhere from 0. 5% to 10% of the cost of removing it, parts of some World War II naval minefields still exist because they are too extensive and expensive to clear. It is possible for some of these 1940s-era mines to remain dangerous for many years to come, Mines have been employed as offensive or defensive weapons in rivers, lakes, estuaries, seas, and oceans, but they can also be used as tools of psychological warfare. Offensive mines are placed in enemy waters, outside harbours and across important shipping routes with the aim of sinking both merchant and military vessels. Defensive minefields safeguard key stretches of coast from enemy ships and submarines, forcing them into more easily defended areas, minefields designed for psychological effect are usually placed on trade routes and are used to stop shipping from reaching an enemy nation. They are often spread thinly, to create an impression of minefields existing across large areas, a single mine inserted strategically on a shipping route can stop maritime movements for days while the entire area is swept. International law requires nations to declare when they mine an area, the warnings do not have to be specific, for example, during World War II, Britain declared simply that it had mined the English Channel, North Sea, and French coast. Chinese records tell of naval explosives in the 16th century, used to fight against Japanese pirates and this kind of naval mine was loaded in a wooden box, sealed with putty. General Qi Jiguang made several timed, drifting explosives, to harass Japanese pirate ships, although this is the rotating steel wheellocks first use in naval mines, Jiao Yu had described their use for land mines back in the 14th century. The first plan for a sea mine in the West was by Ralph Rabbards, the Dutch inventor Cornelius Drebbel was employed in the Office of Ordnance by King Charles I of England to make weapons, including a floating petard which proved a failure. Weapons of this type were apparently tried by the English at the Siege of La Rochelle in 1627, American David Bushnell developed the first American naval mine for use against the British in the American War of Independence. It was a watertight keg filled with gunpowder that was floated toward the enemy and it was used on the Delaware River as a drift mine. In 1812 Russian engineer Pavel Shilling exploded a mine using an electrical circuit. Russian naval specialists set more than 1500 naval mines, or infernal machines, designed by Moritz von Jacobi and by Immanuel Nobel, the mining of Vulcan led to the worlds first minesweeping operation. During the next 72 hours,33 mines were swept, the Jacobi mine was designed by German born, Russian engineer Jacobi, in 1853. The mine was tied to the sea bottom by an anchor, a cable connected it to a cell which powered it from the shore

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