Who can give me some information about the actual sail battleship 17- 19?

After cutting the deck, the draft of the warship is reduced, and the lower gun door is higher from the water surface, so it can be used in higher sea conditions.

The mast of this warship must be raised, otherwise the warship will shake more violently and faster, which will make the crew uncomfortable in light cases and break the mast in heavy cases. This is the last article (/t article/p/show? id = 23094040 14 147837805290。 Mod=zwenzhang) mentioned the "initial stability" of the ship. Huge is not a popular science in physics, and I don't like to make formulas. We will explain this basic principle vividly when we discuss the tragic capsizing incident in the history of windsurfing warships in the future. This principle is generally understood by shipyard engineers in the first half of the19th century.

In this way, the speed of warships modified by deck cutting is higher: first, because the mast is higher, the sail area is larger and the thrust is greater; Moreover, the higher it is from the sea surface, the more regular the airflow is, and it is not disturbed by the irregular shape of the sea surface waves; Moreover, the wind speed at high altitude is faster, and the thrust caused by the wind speed increases rapidly with the square of the wind speed, which is only linearly related to the sail area and air density, so that the wind speed at high altitude is faster. Although the air density is slightly lower, the thrust is obviously increased by "breathing the air at high altitude". Secondly, because the warship has a shallow draft, the resistance is small; Sailing ships can only reach the maximum speed of eleven or twelve knots depending on wind power, and in most cases it is only 1~3 knots; At this speed, for a sail warship with a length of only fifty or sixty meters and a width of more than ten meters, the main resistance is the friction between the hull surface and the water surface, so the wet area with shallow draft is small and the resistance is small.

The high speed of sail warships is the improvement of rudder efficiency. Today's power boat can turn when the speed is zero in still water, because the propeller automatically creates local water flow to blow the rudder blade to make it work. Sailing boats can't work. Natural water must flow through the rudder blade to make it work. The rudder of the ship is the wing of the plane, and the lateral thrust is generated by the speed difference between the left and right sides of the rudder blade. Therefore, the rudder of a faster sailing boat is more obedient, and the rudder force required for turning around can be generated as long as it is slightly deflected; At the same time, the rudder with small deflection angle makes the wake vortex small, so the resistance caused by the rudder is small, and the sailing speed decreases less when the rudder is used.

Therefore, people realize that warships with fewer decks and flatter decks, like large cruise ships, have large bottom cabins, more logistics materials and strong self-sustainability; 2) The gun door is higher than the water surface, and it can still reach more than one meter nine when fully loaded, so it can be used safely in rough seas; 3) Fastness and maneuverability are refreshing compared with the heavy battleships under multiple decks in the past. However, the fewer decks there are, the fewer guns there are, which can only be slightly compensated by lengthening the hull. So from the19th century, warships became longer and longer, and warships were long and wide enough. Even warships with three decks are closer to large cruise ships with excellent performance in proportion.

But what's wrong with the long wooden structure? How did people overcome it then? Let's look at the next three times:1the new development of shipbuilding engineering technology at the beginning of the 9th century.

Above, a "sci-fi warship" at the end of 18 and the beginning of 19, just like Juno Walter in the United States today. Slender high-speed hull with 16 main guns on both sides, comparable to 120 first-class battleship. The low and almost non-existent forecastle can minimize the interference of forecastle on handling performance in crosswind. This type of ship can't be found in the whole list, although the illustration indicates that it is a 48-gun cruise ship model of 1795. The whole decoration style is really that there was no wartime modification at the end of 18, but the hull shape was too advanced, which may be the "conceptual" design at that time. This form points to the most reasonable hull proportion in the future.

/kloc-at the beginning of the 0/9 th century, warships developed towards large-scale development. With the same number of naval guns, the longer the deck and the fewer layers, the higher the comprehensive performance of the warship. /kloc-at the end of 0/8, the 90-gun second-class battleship with three decks, the highest layer of guns can only be 12 pound guns; /kloc-a 90-gun second-class battleship with two decks in the mid-9th century, which is equivalent to replacing all the 12-pound light guns on the highest third deck with 32-pound main guns on the two decks (with different barrel lengths); The rapidity and seaworthiness of this larger and longer warship are unmatched by the warships at the end of 18, and of course the cost is different. To the extreme, it is almost the same as the picture below.

The picture above shows the French steam-assisted battleship Napoleon, a battleship with 20 side guns, that is, 100+ guns, with two decks. This is the first time that steam power has been applied to naval capital ships. Prior to this, only the Ming-wheel steam cruise ship in the middle of the picture was experimental. This is an attempt by France to seize the technological advantage in the 1950s of 19, hoping to challenge or even subvert British maritime hegemony. After 10, armored ships in the 1960s, collision ships and torpedo boats in the 1960s from 1870 to 1880 were all initiated by France, hoping to challenge the whole British industry with new technological advantages.

In order to build an "extreme" wooden warship of more than 60 meters like Napoleon in the above picture, Britain and France developed new shipbuilding technology in the19th century, and in order to make the best use of the characteristics of wood, the ability of wood was almost brought to the extreme.

So what are the shortcomings of shipbuilding wood that limit the lengthening of the hull and must be overcome?

Compared with steel, wood is naturally a much worse structural material, with 1) low strength and 2) difficult connection between components. These two factors together, it is impossible to build a wooden warship for too long.

The picture above shows the full-rib "Admiralty" model of the first-class warship during the restoration of Stuart Dynasty in England from 65438 to 0665. The short and thick three-story hull contrasts with the slim Napoleon in front.

It seems to be daily experience that the strength of wood is far less than that of steel. Chopsticks can be broken, and stainless steel spoons can only be heated and softened by rubbing the handle constantly and quickly, and then repeatedly bent to make the metal fatigue and bend (this kind of magic and even "Qigong" performances abound).

First of all, when the ship is stressed, such as swaying, heaving and big waves hitting the hull side, the wooden structure of the wooden ship is more likely to deform. Any material, with little stress, is only temporarily deformed, and it can bounce back after removing external force, which is elastic deformation, such as bent pine branches under heavy snow; If there is a great force suddenly, or a "load" that is not removed for a long time, the material will be deformed and can't go back, and even the material can't resist the external force and produce cracks. The former is "plastic deformation", such as the deformation of the car shell in a car accident, while the latter is a complete waste of materials, such as the Titanic finally broke into two pieces. Compared with modern ships with steel bars and iron bones, the stress and deformation of sailboat hull are much more obvious. For example, in big waves, the hatch cover of the large hatch on the surface of the ship must be fixed with wooden wedges or even nails. Otherwise, the big waves hit the hull, especially on the side, and the ship is like a balloon pinched by a big hand. The air inside can only rush out along the big hatch, and the hatch cover that is not fixed can be washed away.

The picture above shows the last British East India merchant ship in 1930s in 19 (1835). Three hatch covers can be seen on the surface of the ship. When it is slapped in a big wave, it is like a kettle just filled with boiling water. The lid must be tightly closed, otherwise it will be washed away by the air. (This picture thanks a Hong Kong netizen for taking a photo of a local museum. )

Low wood strength also means that the greater the load, the thicker the wood is needed. However, first of all, by the beginning of the19th century, Britain and France had built galleons for more than 150 years, and it was difficult to find large natural timber. Secondly, the weight of thick wood is also greater, so the heavier the wood, the lower the bearing efficiency. In the end, I'm afraid I'll bend myself by my own weight alone. For example, from 1860 to 1870, British armored ships included newly built cast iron armored ships (steel will wait until 1880) and wooden armored ships modified from old wooden battleships. The wooden hull weight of the latter is almost the same as the load, while the iron hull weight of the former is several hundred tons lighter than the load, so this difference can be better distributed in armor protection and steam power system.

Pangda, my favorite old sailboat, was transformed into a wooden armored ship, 1862 Royal Oak.

Wood members are not easily connected to each other. The so-called "connection" is to transfer the stress of one wooden member to another, so that the hull structure becomes a truly coherent whole, and all the stresses may be even, so as not to make some local structures tired and break quickly. Until World War II, the main steel shipbuilding technology of mankind still used rivets, as shown in the following figure. Riveting of iron hull on armored ship (picture of Mr. Liu Xuanhe, picture A shows caulking and waterproofing of riveted iron plate. Although it can't be completely watertight, it can't be compared with welding, but two hull plates can transmit stress just like a structure. Even below the brittle temperature of steel, cracks can be transmitted to adjacent steel plates across the riveted parts. The reason why Titanic broke into two pieces is because the water temperature is too low, and the brittle cracks of the hull can be transmitted for a long distance across the riveted interface. The deformation of steel hull is small in wind and waves, and all parts can be connected into a stressed whole. Wood can't do either. Wood can't be connected to each other like steel.

Iron and steel is the crystalline state of metallic carbon alloy, which is completely coherent in macroscopic view. All kinds of growth structures can be seen only in the microscopic view, which determine the macroscopic mechanical properties and electrical conductivity of steel. For example, steel with microstructure such as austenite is too fat to know what it is, and it will not suddenly become brittle and produce macro cracks at low temperature like the steel plate of Titanic. Wood is different, and the texture of the material can be seen with the naked eye-"annual rings". Wood, like beef, is composed of many xylem fibers arranged in parallel, and the connection strength between these fibers is far behind that of one fiber, so it is said that "chopping wood along the grain is exhausting". This way of nailing into wood has destroyed the coherence of wood structure. The fastening pressure of nails on wood can only affect the wood fibers in a small range near the nails, and we have to look at them from a distance, because their connection is not as close as that of steel microstructure.

How do nails fix wood?

The fixation method is like this picture that makes people look at the scalp numb. This is a longitudinal sectional view of the bow structure of a warship. All kinds of spliced wood are outlined by solid lines, and many large strips pierce several layers of wood from the direction roughly perpendicular to the direction of wood, which is the fixation of wood. Rivets made of forged iron are used. It's not the same as the threaded nail I thought of when I mentioned "rivet" today. At that time, although it was possible to knock by hand, the cost was too high, so rivets were big bars. Concrete wood riveting technology will be introduced soon. In short, two wooden members, even several wooden members, are fastened together by a rivet. At this time, if the warship sails in the wind and waves, the hull will bear stress and the components will be elastically twisted and bent. For example, in the following picture, the warship leans over in the wind and waves, and the right cannon and superstructure are all pressed on the hull below the waterline, while the left windward cannon and superstructure tend to spread out from each other.

In this way, the rivets fixing them are pulled back and forth and staggered between the deformed wooden members. The wood is very thick, and the rivet can only be much thinner in order not to destroy the overall structure of the wood, so that the pressure generated by pulling the rivet on the whole wood is all concentrated on the wood near the rivet, and soon these wood fibers are deformed by the rivet, and the nail hole of the rivet becomes loose and enlarged. In this way, the wood can move with each other. In this kind of sea wave, stress, wood deformation and nail activity lead to wood loosening and mutual dislocation, which is scientifically called "doing work" in English. Huge, I called it wrong. Very easy to understand.

How big is this dislocation? /kloc-an old British man who accumulated qualifications from an officer to a general in the late 0/9th century recalled that he was a naval waiter when he was young, and that was on a sailboat. When the ship swings in the sea, for example, the port side swings to the windward position as shown in the above picture, and it is raised high, and the deck beam and the lower elbow "open their mouths". They took the opportunity to stuff a lot of hazelnuts, and when they were shaken to the leeward position shown in the above picture, the deck beam and the supporting elbow "shut up" and could crush nuts. The following figure shows the under-deck structure on the Victory, all painted white to increase the indoor brightness. On the left hand side of the black gun is the elbow under the deck lintel, and various vertical and horizontal beams can be seen overhead.

It can be said that the whole warship made of wood (as shown below) is that hundreds of structural members are partially fixed at a limited number of thousands of points.

This seemingly unstable structure will first loosen in the wind and waves; Secondly, as a whole, there is a big problem, that is, the deformation of the whole hull, which has been puzzling craftsmen and designers in the maritime era and limiting the maximum length of maritime warships. Next time, combined with the overall structural layout of the sail warship, recall the hardships that the hull structure of the sail warship will suffer.

The wooden structure was deformed in the wind and waves, and the nails were loose. Finally, the wooden components of the hull cooperate with each other. This phenomenon, coupled with the characteristics of the overall structure of warships, eventually led to the deformation of the entire hull. This has been bothering craftsmen, making it impossible for warships to do it for a long time.

First of all, what is the overall structure of the warship?

Battleship rib structure (starboard), in order to show the arrangement of ribs, one rib is sawed off every other rib.

As shown above, the warship is a straight keel with many auxiliary ribs fixed horizontally, and many inner and outer shells are fixed vertically inside and outside the ribs, as shown below.

Above, the ship's rib-hull structure (port side), the upper layer can see the dense ribs that do not wrap the hull, and the lower layer is the hull with various thicknesses.

On the middle gun deck without deck strips, you can see the longitudinal deck beams spliced section by section between the thick and thin deck beams.

In addition to the shell, there are 1 to three decks loaded with artillery inside the warship, and there is an Orlop under the artillery deck of battleships and large cruise ships. These decks are composed of vertical and horizontal deck beams, on which deck strips are laid for people to pass, and artillery and cabins are arranged. The model victory in the picture above has four decks of cards. The longitudinal beams of these decks, the longitudinal supporting materials at the joint between the deck and the hull side wall, and the deck strips laid on the deck beams are all components to strengthen the longitudinal strength of warships.

The upper and lower split models of Brita Nia, a first-class warship in the 65438+80' s, have no deck strips, exposing the supporting structure below. When the upper part is removed, you can see that the lower part exposes the thick longitudinal beams and beams on the gun deck.

Therefore, the hull of a sail warship is like a barrel, with the keel at the bottom, the ribs spliced on the side walls and the hull tightened with hoops. In such an integral structure, the keel is composed of many pieces, and so is each pair of ribs. The hull is brick-shaped, and all the parts are only connected at limited points. How many years can these structures, which are composed of hundreds of components and fixed together at thousands of limited points, last in the rough sea? Not for years.

For a battleship, if the guns and sails are removed and moored in the harbor for more than half of the service period, and the service time at sea is less than half, and each mission lasts for several months to one year, and then it is put into dry dock for minor repairs, that is, the parts that are partially fatigued and worn and moldy are replaced, then the whole hull structure can be maintained about 10 ~ 65438+. id = 23094040 17384330544098。 Mod=zwenzhang) said that the hands and feet of the ruling party's roster are to build new warships in the sense of "Re-build RB" and avoid the attacks of the opposition party. For example, the third-generation victory of 1737 was nominally the reconstruction of the second-generation victory, but before the "reconstruction" of 10, the second-generation victory had been demolished, and all the available timber was put in the warehouse. Below, the third generation victory with a four-story high-rise tail gallery. This four-story veranda is her characteristic. She finally crashed in the storm, which was related to the high tail veranda-when the crosswind was in place, the tail was too heavy, which affected the maneuverability. The fundamental reason is that the parts of the ship's hull have been fatigued and loosened, and finally the hull disintegrated in the storm. The root causes of this tragedy are: on the one hand, the traditional British shipbuilding habits have not adapted to such a large-scale warship in the first half of the 8th century/KLOC-0, and it is necessary to introduce newer shipbuilding technologies, such as the French shipbuilding technology at that time (at that time, a chief engineer in Rochester, France made a cosmetic reconnaissance and deeply realized that the British tradition was rigid and many designs and technologies were unreasonable. ); On the other hand, the hull that tested the limit of British shipbuilding technology had to bear the weight of 28 42-pound guns, each of which was more than three tons, which was really unbearable in the Jenkins War. According to the description of French spies, the hull structure of Victory showed signs of fatigue, wear, mildew and decay on the slipway shortly after construction. Since then, several overhauls have not solved the problem. The commander of the penultimate fleet on board firmly believes that the ship will soon be overwhelmed, and he is asking for a retirement order to escape death. (/kloc-British traditional shipbuilding technology in the 0/7th century and/kloc-French more reasonable shipbuilding technology since the 0/8th century, it is impossible to describe it in detail here overnight until the distant future. . . )

If warships go to the Caribbean colonies of the United States for a long time and serve continuously for more than one year, because of the emergency of war and the lack of dry dock infrastructure, many marine life in tropical waters damages the bottom of the hull and there are many hurricanes. After returning to Western Europe, these warships will be like retired old athletes, and they will embark on the Olympic journey for many years since they were young, and they are all hurt. At this time, we had to dock for overhaul. In many places, we need to peel off the inner and outer hulls and deck strips to expose the underlying structural materials and replace them in a large area. In this case, if it can be regarded as the original warship, the hull life is also ten years.

If it is an emergency warship built in wartime, there is not enough dry wood soon after logging, and the water content of wood is between 20% and 50%. When the inner deck of the warship is closed, there is no sunlight, so the wooden warship is watertight. Then, water accumulates in the cracks of the hull wood, causing a humid environment, and the mold begins to grow darker and darker. On the one hand, fungi secrete digestive enzymes to degrade lignin polysaccharides from wood fibers. On the one hand, fungal hyphae accumulated salt to form a high osmotic pressure, which sucked up the moisture of wood, and finally the wood turned into dust, which was called "dry rot" at that time, because it was not soaked in water to rot-in fact, it was soaked in water to isolate oxygen, so fungi could not reproduce, and seawater could kill other terrestrial parasites. Therefore, British and French shipyards have large pools to soak the oak materials of the hull with seawater. The life of the hull made of new wood that has not been completely dried is not more than 5 years, and some decayed wood can't stand the beating of wind and waves and loosen quickly.

Working in the wind and waves and rotting in the darkness under the deck finally made the whole ship unusable. It is recorded that a long-term light-duty cruise ship entered the dry dock after returning to port, and the hull disintegrated after drainage! Because of the loss of the lateral support of the water body to the underwater hull, the ribs are scattered all over the floor like wooden barrels with useless iron rings. Similarly, in the 1970s of 17, it was recorded that a part of the hull and deck strips above the waterline had been removed during maintenance. At this time, the water in the dry dock was released, because the hull structure was loose, the longitudinal connection provided by the hull and deck strips above the waterline was missing, and the ribs began to unfold. We have to cut the bottom of the ship to let water in to save the overall deformation of the bottom structure. Similarly, there are many examples of ship bottom cracking and water inflow in the storm, which also leaves a record of relying on manpower to keep pumping all the way to avoid sinking and fleeing back to the port. In a big storm, the wind blows the sail and the sail pulls the mast, so the mast becomes a crowbar. As shown above, the bottom hull can be pried open to cause water leakage-in fact, the wind blows the sail, the sail drives the mast, and the mast pries open the bottom. This is the principle of navigation, but it is not so obvious to pry open the hull at the bottom of the ship in daily life. For example, when Mayflower was going to take the Puritans to North America, in fact, these farmers from the inland of England had sailed once before, but because the Dutch businessmen they lived in were wicked, they used their farmers' ignorance of sailing to trick them into buying a higher mast, which might lead them to walk fast. As a result, the mast was too high and leaked too much, so they had to come back.

The longitudinal section of Victory shows that all three masts go straight into the keel.

Most of the above problems are local, as long as minor repairs are made and damaged parts are replaced locally. There is also a serious overall problem that cannot be solved unless it is overhauled or reformed, that is, the overall deformation of the warship, that is, the keel deformation. The upward bending, downward bending and lateral bending of keel, just like human spinal deformity, whether it is chicken breast humpback or scoliosis, seriously affect the normal positioning and function of internal organs. For example, the Constitution of the American heavy cruise ship, 18 is planned to be built at the end of this year, and 19 is completed and put into use at the beginning of this year. By the time the conflict broke out between Britain and the United States in 18 12, the ship had been in service for nearly 10 years (the above figures are all fat memories, so please correct me). At this time, a "major overhaul" of the constitution may not save money than no minor repairs every year. At this point, the physique keel has been deformed. How big is this deformation? The mid-waist part of the keel less than 50 meters long can be arched by dozens of centimeters compared with the first part, that is, the deformation reaches more than 1% of the total length. In this way, the originally densely arranged ribs opened a crack and opened their mouths; The original smaller rib spacing has also increased. The gaps between the deck strips and the inner and outer hulls were staggered, and the turpentine oil buried in order to prevent water leakage also ran out wrapped in hemp. ?

Above, a constitutional stamp issued by the United States in 20 18 12 to commemorate the 200th anniversary of the war. This oil painting comes from a series of works by a painter in the museum.

It is this deformation of the keel that limits the length of the sailboat hull. Moreover, designers and craftsmen analyze that this is because the wood strength is limited and the longitudinal strength of warships is insufficient. Therefore, the first-class battleship with only three gun decks can be built the longest because there are many decks and many longitudinal stiffeners. A gun deck like the Constitution is longer than that of the British 74th Gun Battleship (as fat as I remember, the data has not been verified on the spot), so the keel must be deformed.

To solve this problem and open the road to scale, we must first analyze the specific reasons for this problem. Of course, the old shipbuilding drivers at the end of 18 and the beginning of 19 are not professors at Edinburgh University who helped Watt improve the steam engine. They just put forward solutions based on their own experiences and feelings.