RU140113U1 - ADVANCED TRANSFORMABLE SHIP - Google Patents

Abstract

1. Transformable vessel with variable draft when moving with constant displacement for loading goods on unequipped coastlines or on a logistic vessel on the high seas, including a catamaran having two hulls permanently mounted in their upper part by means of decks or beams, power and steering systems of the catamaran designed to sail with either reduced draft in shallow or deep draft, and at least one floating moving platform between two catamaran hulls, characterized by m, that the platform is made in the form of a waterproof box and is pivotally connected to two bodies by means of a swivel joint, allowing the platform to move between the upper and lower positions relative to the two bodies, as well as to move laterally relative to the two bodies, to prevent the platform from jamming relative to the two side bodies when the platform moves between the upper and lower positions, even if the catamaran undergoes lateral deformation. 2. The ship according to claim 1, in which the swivel includes means for moving the platform between the upper and lower positions, said vehicle includes a guiding system and at least three lifting points, each of the lifting points is pivotally connected at both ends. The vessel according to claim 2, in which the guiding system includes a vertical guide in one of the adjacent hulls and a corresponding pin attached to the platform and engaged with the vertical guide. The ship according to claim 2, in which the guiding system includes a vertical guide in the frame

Description

Technical field

This utility model relates to an advanced transformable vessel designed for fast movement, good maneuverability and improved seaworthiness in the open sea at great depths, and designed for unloading heavy loads on an unequipped coastline and on a logistic vessel in the open sea.

Application area

Currently, unloading on an unequipped coastline is carried out through the use of vessels cruising along the coastline, landing ships or hovercraft.

A vessel cruising along the coastline or landing ship is characterized by a small draft that allows landing on a coastline with a gentle slope, but has the disadvantage of a low speed due to the shape of its hull and limited movement and seaworthiness due to a small draft and the fact that it's too heavy.

A vessel for the open sea, a passenger or cargo vessel that provides fast movement, good maneuverability and seaworthiness, is characterized by deep draft, which prevents it from approaching the coast with a gentle slope.

Transformable vessels are designed to transform a deep-sea catamaran into a shallow vessel. This type of transformed vessel was described by Malin (USA 3,437,067), Zadrovny (USA 3,898,946), Matsumoto (Japan 5,921,195), Yilmaz (USA 5,921,195). The transformation was carried out by means of a moving floating part of the vessel, raised or lowered between the hulls; the movable part (or platform) is connected to adjacent housings.

Some enhancements are proposed in this utility model to solve various problems encountered in describing these transformed vessels.

Firstly, it is necessary to carry out the transformation with strong (high-point) excitement. Transformation is necessary in the open sea near the coast - for transportation between the coast (platform in low position) and deep water (platform in upper position). Transformation is necessary when loading / unloading a deep-sea vessel of a roller (ferry) type, when horizontal exit and entry of vehicles with cargo on it is possible only when the platform is low. Transformation is also necessary at sea at great depths at the entrance / exit from the docking chamber of the landing transport ship, when the platform is in an intermediate position to avoid the effect of suction of the docking chamber in shallow water and due to restrictions on the maximum clearance clearance of the docking chamber in height . The suction effect is observed on all existing amphibious landing amphibians passing the narrowness of the docking chamber of the docking landing transport ship, and is often the cause of damage to the bottom.

The transformation has some similarities with loading and unloading: Farrel (US 3,537,413), Broes (US 3,786,772, and 3,908,573), Hoehne (DE 3 019 706), and Kirby (US 4,011,825) described loading and unloading operations with floating cargo in a quiet water, but not transformation with strong excitement. When transforming on a large wave, the joints of the moving part of the vessel with adjacent hulls are jammed due to severe deformation of the hulls (warping with the stern wave, lateral bending with the side wave, longitudinal bending with the oncoming wave).

Secondly, the transformation of a high-speed heavy cargo catamaran into a shallow-water vessel causes many difficulties in the design of the hull associated with the adaptation of the power (propulsion) installation for operation both in the deep-sea configuration of the catamaran and in the shallow configuration of the vessel. The hull design should maximize buoyancy in shallow water. The hull design should minimize the feed drag of the catamaran. Each of these requirements contradicts each other, and the hull becomes technically not feasible without special design solutions for transforming the vessel into a high-speed heavy cargo transport vehicle.

Thirdly, the placement of joints of the moving part of the vessel in adjacent hulls requires a large space and reduces the total area of the outer skin. This affects the structural strength of the housing. Additional devices or holes also significantly increase the hydrodynamic resistance of the hull, thereby reducing the speed of the vessel.

EP 1,123,862 describes a transformable vessel with a moving part not connected to adjacent hulls, independent of the structure of the catamaran, and a brief description of the moving part. This previous patent describes the accuracy and improvements needed to solve structural and hydrodynamic problems.

FR 2620677 describes a transformable vessel having the characteristics as described in the preamble to claim 1.

However, the movable platform of this known vessel has only one degree of freedom, that is, vertical movement so that the mobile platform can be jammed during vertical movement.

Brief Description of Utility Model

This utility model aims to correct the aforementioned drawbacks of the prior art by providing a transformable vessel to prevent any jamming of the moving platform when it is vertically moved while the vessel is sailing.

This utility model also aims to produce an improved transformable vessel, which allows, on the one hand, fast movement, good maneuverability and seaworthiness, and, on the other hand, allows loading / unloading heavy loads on the sloping slopes of coastlines and on a logistic vessel on the high seas .

Therefore, this utility model offers a transformable vessel having the characteristics as described in claim 1.

The first improvement of the transformed vessel avoids jamming during conversion between cruise mode (platform in the upper position) and unloading mode (platform in the lower position). Jamming is due to the combined effect of the deformation of the catamaran in the sea and the movement of the platform connected to adjacent hulls. An improvement is the elimination of connections to adjacent bodies in the transverse direction that connect the two bodies using a platform. Then the platform can move freely in the transverse direction, which avoids any jamming by adjacent hulls, and can rise even when the ship is moving in a high-score storm.

The swivel includes means for moving the platform between high and low positions; The indicated means for moving includes a guiding system and at least three (rigging) lifting points - each of the lifting points is articulated at both ends.

The guide system includes a vertical guide in one of the adjacent enclosures and a corresponding pin attached to the platform and engaged with the vertical guide.

In another embodiment, the guide system includes a vertical guide in the skin (frame) of each of the two catamaran bodies associated with corresponding pins attached to the platform and engaged with respective vertical guides.

In yet another embodiment, the guide system includes a vertical guide in one of the adjacent housings and a corresponding nut attached to the platform and engaged with the vertical guide.

And in yet another embodiment, the guiding system includes two vertical guides in the skin (frame) of one catamaran body, coupled with two corresponding nuts attached to the platform and engaged with two vertical guides, respectively.

Dampers are installed between the platform and two buildings.

The platform is locked in working positions by means of stoppers (locks) connecting the housings and the platform.

Lifting points are duplicated to ensure that the platform stops in any position for transporting passengers.

The platform can be stopped in an intermediate stop position to allow entry into the dock of the logistic vessel without jerks due to the suction effect.

Preferably, the stoppers (locks) are in the form of pins, brackets or mechanical latches.

Preferably, the lifting points are created by double acting cylinders, manipulators (articulated arms), hydraulic power drives, screw jacks, chain jacks, a steel cable and linear winches, or a gear rack and gears.

Each of the lifting points is created by a combination of the connecting rod and lifting point.

In another embodiment, each of the lifting points is created by a combination of (i) double acting cylinders, articulated arms, hydraulic actuators, screw jacks, chain jacks, a steel cable and linear winches, or a gear rack and gears or a trailed connecting rod, and (ii) a lifting point.

Preferably, the lifting points are synchronized during operation.

Thus, from the above essential features, it follows that the platform can be stopped in any intermediate position, which helps, in particular, to reduce the effect of suction during the passage of a very shallow channel, such as a dock of a ship. The channel formed below the platform and between the hulls increases the free flooded volume of the docking chamber of the docking landing ship, decreasing the corresponding Froude number in shallow water, reducing the bottom suction and corresponding damage to the bottom.

The vehicle is driven in both directions (up and down) with static and dynamic forces in both directions, since the catamaran can support the platform (s) and the platform (s) can support the catamaran. The movement system is not involved in the construction of the catamaran during movement. Different lift points are synchronized to minimize platform deformation and congestion.

In addition, the fact that the platform (s) can be locked in working positions by connecting the hulls and the platform protects the platform (s) from damage to the vehicle, aground and collisions.

The hulls are then connected in their lower part by wing-shaped traverses transversely arranged from the bow to the stern, which fit into the recesses formed at the bottom of the platform when the platform lowers and comes into contact with water, thereby limiting the relative lateral movements between the side hulls during heavy waves.

It is preferable that the traverses are equipped with profiled sashes.

The hulls are equipped with a convex bow and convex stern, where the shape of the stern of the hulls is divided into two parts: the first part is made in the form of a standard stern in the upper part, the second part is made in the form of a deep convex stern ending in a power (propulsion) installation in the lower part, which increases buoyancy in shallow water.

A streamlined profiled skeg structure (side wall) connects the aft deep part and the aft upper part.

It is preferable that the power plant was of a hydro-jet type, and was located symmetrically in two side housings.

Hydrojet engines are used with unusual deep draft when applied on a catamaran, and usually when the vessel is supported by a platform.

The vessel further includes auxiliary bow thrusters mounted in front of each of the two hulls.

The lower part of the platform is formed so that it moves forward and backward.

The casing (frame) of the housings is kept filled to the brim at any position of the platform.

The casing (frame) is kept filled to the brim by moving the guide sockets with elastic sealing flaps.

In another embodiment, the sheathing (frame) is supported to the brim by lifting the nests with elastic sealing flaps or mechanical shutters.

The upper part of the platform supports loads, forming a running surface, and folding walkways (ramp) are available at each end of the platform; the platform and the walkways in the unfolded position represent a loading corridor of constant width equal to the distance between the two hulls, and the swivel joint allows you to change the relative position of the movable platform and the hulls of the catamaran so that the ship floats either through only the hulls of the catamaran or through the entire area of the platform and the hulls .

Means of transportation include double acting cylinders, including two cylinders attached to an appropriate housing on a console (bracket) to raise or lower the articulated joint of the third cylinder, which is secured by articulation to the platform.

Therefore, the shape of the hull and platform structure of the transformed vessel allows you to sail with deep draft (heavily loaded catamaran) and with very little draft (mobile platform in the low position, light vessel) due to the specific shape of the hulls, which increases buoyancy in shallow water and reduces the stern when sailing . They are adapted to withstand damage on the bottom when loading on an unequipped shoreline.

In addition, hydrojet engines provide the powerful driving force necessary for fast movement, and are usually located in the aft part of the bulkhead transom bulkhead with an impeller (impeller) transmission located below the draft of the vessel. Hydrojet engines should be located very close to the bottom line (to the bottom) so that they can pump water in a shallow configuration and in light condition of the vessel. Deep draft and very deep transom bulkheads in a loaded catamaran configuration increase drag and corresponding hydrodynamic drag, and the vessel has a low speed even at high power. To minimize this dragging, hydro-jet engines should be placed at the end of the convex stem (nose), and not as usual on the transom of the stern; then they are used in unusual deep draft, when water is around the jet engine when the catamaran is moving, and usually when the vessel is supported by the platform (s). The convex stem (nose) significantly reduces the dragging of the stern and is designed to provide an appropriate flow of water around the hydrojet engines, thereby increasing the propulsive coefficient. These jet engines are preferably provided with directional nozzles and reversible tips (mouthpieces) to provide excellent maneuverability and a very short distance to a complete stop at any speed and configuration of the vessel.

In addition, the platform body structure from bow to stern is profiled to move forward and backward with a reduced frontal wave.

On the other hand, the protective layer of the hull of the transformed vessel can be kept filled to the edges at any position of the platform, regardless of the type of vehicle, by means of flexible flaps on the guide (s), or by means of retractable devices, or by any other means to avoid hydrodynamic turbulence by holes in the casing (frame) and the corresponding reduction in speed.

Other features and advantages of this utility model will become apparent from the description given hereinafter with reference to the attached drawings, which illustrate one embodiment, which is completely unlimited.

Description of drawings

Figure 1 is a perspective view of a transformed vessel in the configuration of a catamaran.

Figure 2 is a perspective view of a transformable vessel in a shallow configuration.

Figure 3 is another perspective view of a transformable vessel in a shallow configuration.

Figures 4-7 are various views of a general outline of a ship.

Figure 4 is a side view along the centerline of the vessel.

5 is a side view along the centerline of the housing.

6 is a sectional view of the lower deck from above.

7 is a top view of the vessel.

Fig.8-10 - diagrams showing the deformation of the vessel at different waves of the sea (aft wave - Fig.8, side wave - Fig.9, headwind - Fig.10),

11 shows a vehicle guiding and centering dampers in a top view of the lateral movement of the vessel directed to adjacent hulls,

12 shows an alternative to guide and centering dampers,

Fig. 13 shows a vehicle guiding and centering dampers in a plan view of the lateral movement of a ship directed at one hull,

Fig shows an alternative guide and centering dampers,

15-17 show a typical lift point,

Fig. 18 shows a rise of a transformable vessel in a catamaran configuration,

Fig.19 shows the rise of the transformed vessel in an intermediate position,

Fig. 20 shows the rise of a convertible vessel in a shallow configuration of a vessel,

Fig.21 shows the rise of the transformed vessel in the docked position,

Fig.22 shows the rise of the transformable vessel in a shallow configuration of the vessel,

Figs. 23 and 24 show the lower housing connections,

25 and 26 show the flaps covering the guiding means of transport,

Fig.27 and 28 show the flap covering the jacks of the lifting points in the skin (frames),

Fig. 29 shows a typical housing design.

Figures 30 and 31 show models of body shapes,

Detailed description of utility model

This utility model provides an advanced transformable vessel.

With reference to figure 1, it can be seen that the vessel includes a catamaran with two adjacent hulls 1 and upper beams or deck structures 2, constantly connecting the two hulls, as is usual in shipbuilding.

The vessel includes one floating movable platform 3, made in the form of a waterproof box (airtight pontoon) located between two hulls 1; the upper part of the platform 3 forms a sliding surface that carries loads. Folding walkways are located at each end of platform 3 so that the platform and walkways make up the trailer loading and unloading platform. Figures 2 and 3 show the front walkways 4 and the aft walkways 5. Preferably, the walkways are folding in two separate sections. When folded, they protect the cargo carried on board the vessel from waves and splashes. Platform 3 and bridges 4, 5 constitute a loading corridor of constant width equal to the distance between two buildings 1.

With reference to FIG. 4, the floating movable platform 3 is shown in a low position for a shallow configuration and in an upper position 3bis for a position of a catamaran. The nose and stern bridges 4 and 5 are shown in the upper position 4bis and 5bis.

With reference to FIGS. 5 and 6, it can be seen that the vessel includes a power plant 20 of a water-jet type, or of a propeller and steering, or water-jet type, or any other system.

Fig. 8 schematically shows catamaran deformations under the influence of a stern wave. Adjacent enclosures and connecting structures are bent as a result of twisting of diagonal waves. Fig.9 schematically shows the deformation under the influence of a side wave. Transverse waves periodically open and close the transverse compartment of the catamaran. Figure 10 schematically shows the deformation of one body under the action of a counterpropagating wave or under the action of a static load. Two parallel guides, as shown in FIG. 10, follow the deformation of the body beam and become secant. With reference to the catamaran deformation patterns under the action of various waves shown in Figs. 8-10, it can be clearly seen that the connections of the fixed platform with adjacent catamaran bodies result either in wear with narrow tolerances of the vehicle, or in other wear and shocks (shocks) when tolerances increase to cover body deformations.

The vessel also includes a vehicle, schematically shown in FIGS. 11-22. The movement system is designed to provide platform 3 with the ability to move with high-grade waves, respectively, in the raised or lowered position, in which platform 3 receives additional buoyancy, which reduces the draft. With reference to FIG. 11, it can be noted that according to one exemplary embodiment of the utility model, the means of platform movement relative to the catamaran can be carried out by means of lifting points and guides as follows:

At least three lifting points, and preferably four, are necessary to raise or lower the platform. With reference to Fig. 11, four lift points 10 provide movement.

One vertical guide 7, located in the recess of the casing (frame) of one of the two catamaran bodies, connected with the corresponding pin 8 attached to the platform, stops any relative longitudinal movement during lifting. Two adjacent housings 1 and 1 bis provide a lateral position of the platform 3. Lateral inertial forces are transmitted from the platform 3 to the housings 1 by means of a guide 8/7 and the housing 1 bis by means of two points 9, which can be equipped with dampers to reduce the corresponding impacts.

With reference to Fig. 12, another implementation of the utility model is proposed for guides when the longitudinal distortion under the influence of the stern wave is low, as follows: one vertical guide 7, located in the recess of the skin (frame) of each of the two catamaran bodies, connected with the corresponding pins 8 attached to the platform, stops any relative longitudinal movement during the rise. Two adjacent housings 1 and 1 bis provide a lateral position of the platform 3. Lateral inertial forces are transmitted from the platform 3 to the bodies through four points 9, which can be equipped with dampers to reduce the corresponding impacts.

According to another embodiment of the utility model, the transverse relative movements of the platform are laterally blocked by a guide in one of the bodies. With reference to FIG. 13, it can be noted that one vertical guide 7, located in a recess of the skin (frame) of one of the two catamaran bodies, connected to the corresponding nut 8bis attached to the platform, stops any relative longitudinal movement during lifting. The same guide 7 and nut 8bis provide the lateral position of the platform 3. Lateral inertial forces are transmitted from the platform 3 to the housings 1 by means of the guide 8bis / 7 and two points 9, which can be equipped with dampers to reduce the corresponding impacts, block rotation, if any.

With reference to FIG. 14, another embodiment of a utility model is proposed for guides to block possible rotation of the platform:

Two vertical guides 7, located in the recess of the casing (frame) of one of the two catamaran bodies, connected with the corresponding nuts 8bis attached to the platform, stop any relative longitudinal and lateral movement during lifting.

Each (rigging) lifting point is articulated at each end of it, respectively, 25 and 26 as shown in FIGS. 15-22.

The vehicle then does not depend on the deformation of the hull at sea. In the upper position, the transformed boat catamaran, as shown in Fig. 18. In the intermediate position, FIG. 19, a channel is formed between two bodies below the base of the platform. Such a channel improves the flow of water entering the well deck of the logistic vessel 12 and eliminates the suction effect, which leads to shocks between the hull of the incoming vessel and the base of the well deck.

According to one embodiment of the utility model, the vehicle is carried out by four (rigging) lifting points. Each of them is sized so that the movement can be performed when the one-point is not functioning. Each of them disconnects easily and quickly. This duplication allows the platform to stop in any position without stoppers (locks), even with passengers.

The platform locks in working positions to protect the platform from damage to vehicles, impacts when landing aground and from collisions. More specifically, FIGS. 18 and 20 illustrate such locks 11 in the upper and lower position for the vessel in the configuration of a catamaran (FIG. 18) and a shallow configuration (FIG. 20) that connect the hull and platform. The stops are in the form of pins or staples, possibly retractable, or mechanical valves. 21 schematically shows a ship in docked condition.

According to one exemplary embodiment, the pivotally connected lift points can be either implemented by double acting cylinders 10 acting directly on the movable platform (Fig. 19), or by means of manipulators (articulated arms) connecting the two lift points (scissors), or can be carried out hydraulically power drives, screw jacks, chain jacks, steel cable and linear winches, gear racks and gears or any other appropriate system. You can also, for this purpose, use a combination of the above systems or any other means of providing energy in two directions. These lift points 10, pivotally connected at the ends 25 and 26, provide free movement of the platform between the hulls regardless of any marine deformation of the catamaran in the sea. Lift points 10 are driven by electrical or hydraulic units 27 (FIG. 5). These lift points 10 can be activated in both directions. The movements of platform 3 can be controlled from the captain’s bridge of the catamaran or from any other part of the ship.

According to one embodiment of the utility model, the trailed connecting rod and the lifting point can create an articulated lifting point. Fig. 22 shows an example of such a pivotally connected point 26 with a connecting rod 28 pivotally connected between the platform 3 and the lifting point 25, and the lifting point 10.

In order to minimize the full height of the lift system, especially when the transformable vessel is used inside the well deck of the vessel 12, as shown in FIG. 19, the lift point can be implemented as a telescopic cylinder 10 pivotally attached to the hull 25 and to the platform 26.

Figures 15-17 show a telescopic lift point using a combination of the latest double acting cylinders. Two cylinders 22, attached to the housing 1 on the console (bracket) 24, raise or lower the connection 25 of the third cylinder 21 guided by the guide 23. The third cylinder 21 is attached by a swivel 26 to the platform 3. According to another implementation, the connecting rod may take the place of the third cylinder.

In the exemplary embodiment illustrated in FIGS. 18-22, synchronization of the various lift points 10 avoids deformation of the platform and overload of the lift system. This synchronism is performed by controlling the prime mover of each lift point (electrical, hydraulic, etc.) or by controlling the displacement of each lift point, or by any other system.

Means of transportation allow you to change the relative position of the movable platform 3 and the hulls 1 of the catamaran so that the ship sailed either through only the hulls of the catamaran 1, or through the entire area of the platform 3 and hulls 1 of the catamaran.

According to one embodiment, FIGS. 23 and 24 schematically show the connection at the bottom of two catamaran bodies 1 with profiled traverses of the bottom 13, which limit the transverse deformation of the catamaran on a large wave. The result is a structure that allows the catamaran to maintain rigidity independently of the movable platform 3, which will be described below. In the exemplary embodiment shown in the figures, these traverses 13 should preferably be in the form of wings in order to create partial buoyancy effects to increase speed. These traverses 13 may be provided with movable flaps 14, as can be seen in FIG. 23, so that the balance of the vessel can be adjusted according to the center of mass and sea conditions. These flaps can also be used as stabilizers when swimming, especially in a strong storm. These traverses are inserted into the bottom (base) of the platform 3 when they are in the lowest position.

According to one of the embodiments of FIGS. 29-31, the catamaran hull structure includes a convex tank (bow of the ship) 15 and a convex stern 16. This hull design increases buoyancy in shallow water.

According to the implementation of nos. 29-31, the stern of the catamaran’s hulls is divided into two parts. The upper part 17 is a standard stern with a wide rear part to hydrodynamically provide the vessel with high speed and reduce keel pitching. The lower part 16 is a deep stern ending in a power plant. The streamlined structure of the skeg (side wall) 19 can connect these two parts 16 and 17. The sections shown in Fig. 29 are respectively the front part with the convex tank (bow of the ship) 15, the rear part with the respectively convex feed 16, supported, ultimately , skeg (side wall) 19, and the upper standard stern 17. A different arrangement of the rear can also be considered.

According to one exemplary embodiment, FIG. 4, the front and rear parts of the casing of the platform 3 are adapted to swim forward and backward.

The deep stern of the catamaran accommodates the power plant. This power (propulsion) installation can be of a hydro-jet type, or of a propeller and steering type, or of any other type. The forward movement is preferably provided by hydro-jet engines 20 with directional nozzles and reversible tips, as shown in FIG. These hydrojet engines are mounted symmetrically in the two side housings 1, as close to the bottom as possible for a shallow configuration. According to one exemplary embodiment, it is also possible to provide side thrusters in front of the housings.

According to one exemplary embodiment of the utility model, the protective layer of the housings can be kept filled to the edges at any position of the platform, regardless of whether the means of transport are carried out by means of flexible leaves along the guide (s) 7, or by means of a sliding device, or by any other means. Figs. 25 and 26 show the flexible flaps 18 with a guide 7 and a pin 8. Figs. 27 and 28 show the mechanical shutters 19 in the form of lifting nests.

When transporting (figure 1), or in shallow water (figure 2), the vessel according to the claimed solution has a configuration for:

A significant increase in speed even when swell, when the platform is in a raised position;

excellent maneuverability during transportation and in shallow water; excellent seaworthiness during transportation;

high safety during maneuvering the platform when moving in a strong storm;

a significant reduction in precipitation, allowing you to come very close to the coastline, with the platform in a lowered position with a running surface above the water level; the presence of front bridges further reduces the amount of water that must be overcome; wide buoyancy surface in shallow water, to provide low sensitivity to the center of mass, provides greater adaptability for load distribution.

It should be clearly understood that this utility model is not limited to the implementations described and / or mentioned above by way of unlimited examples, but that it covers all alternative forms.

Claims (28)

1. Transformable vessel with variable draft when moving with constant displacement for loading goods on unequipped coastlines or on a logistic vessel on the high seas, including a catamaran having two hulls permanently mounted in their upper part by means of decks or beams, power and steering systems of the catamaran designed to sail with either reduced draft in shallow or deep draft, and at least one floating moving platform between two catamaran hulls, characterized by m, that the platform is made in the form of a waterproof box and is pivotally connected to two bodies by means of a swivel joint, which allows the platform to move between the upper and lower positions relative to the two bodies, as well as to move laterally relative to the two bodies, in order to prevent the platform from jamming relative to the two side bodies when the platform moves between the upper and lower positions, even if the catamaran undergoes lateral deformation. 2. The vessel according to claim 1, in which the swivel includes means for moving the platform between the upper and lower positions, said vehicle includes a guiding system and at least three lifting points, each of the lifting points is pivotally connected at both ends. 3. The ship according to claim 2, in which the guiding system includes a vertical guide in one of the adjacent hulls and a corresponding pin attached to the platform and engaged with the vertical guide. 4. The vessel according to claim 2, in which the guiding system includes a vertical guide in the frame of each of the two hulls of the catamaran, connected with the corresponding pins attached to the platform and engaged with the corresponding vertical guides. 5. The vessel according to claim 2, in which the guiding system includes a vertical guide in one of the adjacent hulls and a corresponding nut attached to the platform and engaged with the vertical guide. 6. The ship according to claim 2, in which the guiding system includes two vertical guides in the frame of one catamaran body, connected with two corresponding nuts attached to the platform and engaged with two vertical guides, respectively. 7. The ship according to claim 2, in which the lifting points are duplicated to stop the platform in any position for the transport of passengers. 8. The vessel according to claim 2, in which the vehicle’s lift points are formed by double acting cylinders, manipulators, hydraulic power drives, screw jacks, chain jacks, wire rope and linear winches, or a gear rack and gears. 9. The vessel of claim 8, in which the vehicle includes double acting cylinders, including two cylinders attached to the corresponding housing on the console, to raise or lower the hinge of the third cylinder, which is attached by hinging to the platform. 10. The ship according to claim 2, in which each of the lifting points is formed by a combination of a towed connecting rod and a lifting point. 11. The vessel according to claim 2, in which each of the lifting points is formed by a combination of (i) double acting cylinders, manipulators, hydraulic power drives, screw jacks, chain jacks, wire rope and linear winches, a gear rack and gears or a trailed connecting rod and ( ii) lift points. 12. The ship according to claim 2, in which the lifting points are synchronized in operation. 13. The vessel according to claim 1, which is additionally equipped with dampers installed between the platform and two hulls. 14. The vessel according to claim 1, made with the possibility of stopping the platform in an intermediate position to provide entry to the dock of the logistics vessel without impact due to the effect of suction. 15. The vessel according to claim 1, in which the lower part of the platform is configured to move forward and backward. 16. The vessel according to claim 1, in which running surfaces are formed on the upper part of the platform to support cargo, and folding walkways are located at each end of the platform, the platform and walkways in the deployed position comprise a loading corridor of constant width equal to the distance between the two hulls, and hinged the connection allows you to change the relative position of the movable platform and the hulls of the catamaran so that the ship sailed either through only the hulls of the catamaran, or through the entire area of the specified platform and hulls atamarana. 17. The vessel according to claim 1, in which the hull is additionally connected in their lower part transversely arranged from the bow to the stern with wing-shaped traverses that fit into the recesses formed on the lower side of the platform when the platform is lowered to contact with water. 18. The ship according to claim 17, in which the traverses are equipped with profiled sashes. 19. The vessel according to claim 1, in which the platform is made with the possibility of locking in working positions by means of stoppers connecting the hull and the platform. 20. The ship according to claim 19, in which the stoppers are in the form of pins, brackets or mechanical valves. 21. The vessel according to claim 1, in which the hull is equipped with a convex tank and a convex stern, and where the shape of the rear of the hull is divided into two parts, the first part is a standard stern in the upper part, the second part is a deep convex stern ending in the power plant in the lower part. 22. The ship according to item 21, in which the rear of the deep stern and the rear of the upper stern are connected by a streamlined profiled skeg structure. 23. The ship according to item 21, in which the hydro-propulsion type propulsion system is located symmetrically in two side hulls. 24. The vessel according to item 21, in which the hydro-jet engines are made with deep draft when moving as a catamaran, and when the vessel is supported by the platform. 25. The ship according to item 21, which further includes auxiliary thrusters, located in front of each of the two hulls. 26. The vessel according to claim 1, in which the hull lining is kept filled to the edges at any position of the platform. 27. The vessel according to claim 26, wherein the casing is kept filled to the edges by moving the guide sockets with elastic sealing flaps. 28. The vessel according to p. 26, in which the lining is kept filled to the edges by lifting the nests of points elastic sealing flaps or mechanical shutters.

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