British Navy submarine HMS Upholder ("Ally")

Submarines float on the water surface without any difficulty. But unlike all other ships, they can sink to the bottom of the ocean and, in some cases, swim in its depths for months. The whole secret is that the submarine has a unique double-hull design.

Between its outer and inner buildings there are special compartments, or ballast tanks, which can be filled sea ​​water. At the same time, the total weight of the submarine increases and, accordingly, its buoyancy, that is, the ability to float on the surface, decreases. The boat moves forward due to the operation of the propeller, and horizontal rudders, called hydroplanes, help it dive.

The submarine's internal steel hull is designed to withstand enormous water pressure, which increases with depth. When submerged, trim tanks located along the keel help keep the ship stable. If it is necessary to surface, then the submarine is emptied of water, or, as they say, the ballast tanks are purged. Navigation aids such as periscopes, radar, (radar), sonar (sonar) and satellite communications systems help the submarine follow the desired course.

In the image above, a cross-section of the 2,455-ton, 232-foot-long British attack submarine can travel at 20 mph. While the boat is at the surface, its diesel engines generate electricity. This energy is stored in batteries and then used in scuba diving. Nuclear submarines use nuclear fuel to turn water into superheated steam to power its steam turbines.

How does a submarine sink and surface?

When a submarine is on the surface, it is said to be in a state of positive buoyancy. Then its ballast tanks are mostly filled with air (near picture on the right). When submerged (middle picture on the right), the ship becomes negatively buoyant as air from the ballast tanks exits through the release valves and the tanks are filled with water through the water intake ports. To move at a certain depth while submerged, submarines use a balancing technique where compressed air is pumped into ballast tanks while the water intake ports are left open. At the same time, the desired state of neutral buoyancy occurs. To ascend (far right), water is pushed out of the ballast tanks using compressed air stored on board.

There is little free space on the submarine. In the top picture, the sailors are eating in the wardroom. In the upper right corner is an American submarine on the surface. On the right in the photo is a cramped cockpit where submariners sleep.

Clean air underwater

On most modern submarines, fresh water is made from sea water. And supplies of fresh air are also made on board - by decomposing fresh water using electrolysis and releasing oxygen from it. When the submarine cruises near the surface, it uses hooded snorkels - devices placed above the water - to take in fresh air and throw out exhaust air. In this position, above the conning tower, the boats are in the air, in addition to snorkels, a periscope, a radio communication antenna and other superstructure elements. The air quality on the submarine is monitored daily to ensure proper oxygen levels. All air passes through a scrubber, or scrubber, to remove contaminants. Exhaust gases exit through a separate pipeline.

Principles and structure of a submarine

Operating principles and design of a submarine are considered together as they are closely related. The principle of scuba diving is decisive. Hence, the basic requirements for submarines are:

• withstand water pressure in a submerged position, that is, ensure the strength and waterproofness of the hull.
• provide controlled descent, ascent, and depth changes.
• have an optimal flow around from the point of view of performance
• maintain operability (combat readiness) throughout the entire range of operation in terms of physical, climatic and autonomy conditions.

Construction of one of the first submarines, Pioneer, 1862

Submarine design diagram

Durable and waterproof

Ensuring strength is the most difficult task and therefore the main focus is on it. In the case of a double-hull design, water pressure (excess 1 kgf/cm² for every 10 m depth) is taken over by robust housing, having an optimal shape to withstand pressure. Flow around is ensured light body. In some cases, with a single-hull design, a durable body has a shape that simultaneously satisfies both pressure resistance and streamlining conditions. For example, the hull of the Drzewiecki submarine, or the British midget submarine, had this shape X-Craft .

Rugged Case (PC)

The most important tactical characteristic of a submarine - the depth of immersion - depends on how strong the hull is and what water pressure it can withstand. The depth determines the stealth and invulnerability of the boat; the greater the diving depth, the more difficult it is to detect the boat and the more difficult it is to hit it. Most important working depth- the maximum depth at which the boat can remain indefinitely without causing permanent deformation, and ultimate depth - the maximum depth to which the boat can still dive without destruction, albeit with residual deformations.

Of course, strength must be accompanied by water resistance. Otherwise, the boat, like any ship, simply will not be able to float.

Before going to sea or before a trip, during a test dive, the strength and tightness of the durable hull are checked on the submarine. Immediately before diving, a portion of the air is pumped out of the boat using a compressor (on diesel submarines - the main diesel engine) to create a vacuum. The command “listen in the compartments” is given. At the same time, the cut-off pressure is monitored. If a characteristic whistle of air is heard and/or the pressure quickly returns to atmospheric pressure, the pressure housing is leaking. After immersion in the positional position, the command “look around in the compartments” is given, and the body and fittings are visually checked for leaks.

Light body (LC)

The contours of the lightweight body provide optimal flow around the design stroke. In a submerged position, there is water inside the light body - the pressure is the same inside and outside it and there is no need for it to be durable, hence its name. The lightweight hull contains equipment that does not require insulation from outboard pressure: ballast and fuel (on diesel submarines) tanks, sonar antennas, steering rods.

Types of housing construction

• Single-hull: main ballast tanks (CBTs) are located inside a durable hull. Lightweight body only at the extremities. The elements of the set, like a surface ship, are located inside a durable hull.
  The advantages of this design: savings in size and weight, correspondingly lower power requirements of the main mechanisms, better underwater maneuverability.
  Disadvantages: vulnerability of the durable hull, small reserve of buoyancy, the need to make the CGB durable.
  Historically, the first submarines were single-hulled. Most American nuclear submarines are also single-hulled.

• Double-body: (CGB inside a light body, the light body completely covers the durable one). For double-hull submarines, the kit elements are usually located outside the durable hull to save space inside.
  Advantages: increased buoyancy reserve, more durable design.
  Disadvantages: increased size and weight, more complex ballast systems, less maneuverability, including during diving and ascent.
  Most Russian/Soviet boats are built according to this design. For them standard requirement- ensuring unsinkability in case of flooding of any compartment and the adjacent central city hospital.

• One-and-a-half-case: (CGB inside a light case, the light case partially covers the durable one).
  Advantages of one-and-a-half-hull submarines: good maneuverability, reduced dive time with fairly high survivability.
  Disadvantages: less buoyancy reserve, need to place more systems in a durable hull.
  This design was typical for the mid-sized submarines of the Second World War, for example the German type VII, and the first post-war ones, for example the Guppy type, USA.

Superstructure

The superstructure forms additional volume above the Central City Hospital and/or the upper deck of the submarine, for use in the surface position. It is made lightly and is filled with water in a submerged position. It can play the role of an additional chamber above the Central City Hospital, insuring the tanks from emergency filling. It also contains devices that do not require water resistance: mooring, anchor, emergency buoys. At the top of the tanks are ventilation valve(KV), under them - emergency latches(AZ). Otherwise, they are called the first and second constipation of the Central City Hospital.

Robust deckhouse (view through the lower deckhouse hatch)

Durable cabin

Mounted on top of a durable housing. Made waterproof. It is a gateway for access to the submarine through the main hatch, a rescue chamber, and often a combat post. It has upper And lower deckhouse hatch. Periscope shafts are usually passed through it. The strong deckhouse provides additional unsinkability in the surface position - the upper deckhouse hatch is high above the waterline, there is less danger of the submarine being flooded by waves, damage to the strong deckhouse does not violate the tightness of the durable hull. When operating under a periscope, the cabin allows you to enlarge it departure- the height of the head above the body, - and thereby increase the periscope depth. Tactically, this is more profitable - an urgent dive from under the periscope is faster.

Cabin fencing

Less commonly, fencing for retractable devices. Installed around a solid deckhouse to improve flow around it and retractable devices. It also forms the navigation bridge. Easy to do.

Diving and ascent

When an urgent dive is required, use quick immersion tank(Paper, sometimes called emergency submersion tank). Its volume is not included in the calculated reserve of buoyancy, that is, having taken ballast into it, the boat becomes heavier than the surrounding water, which helps to “fall” to depth. After this, of course, the rapid immersion tank is immediately purged. It is housed in a durable casing and is durable.

In a combat situation (including in combat service and on a campaign), immediately after surfacing, the boat takes water into the pulp and paper plant and compensates for its weight, blowing the main ballast is maintaining some excess pressure in the central city hospital. Thus, the boat is immediately ready for an urgent dive.

Among the most important special tanks:

Torpedo and missile replacement tanks.

In order to maintain the total load after torpedoes or missiles exit the tubes/mine, and to prevent spontaneous ascent, the water that enters them (about a ton for each torpedo, tens of tons for a missile) is not pumped overboard, but is poured into specially designed tanks. This makes it possible not to disrupt work with the Central City Hospital and limit the volume of the surge tank.

If you try to compensate for the weight of torpedoes and missiles at the expense of the main ballast, it should be variable, that is, an air bubble should remain in the central air chamber, and it “walks” (moves) - the worst situation for trimming. In this case, the submerged submarine practically loses controllability; in the words of one author, “it behaves like a mad horse.” To a lesser extent, this is also true for the surge tank. But the main thing is that if it is used to compensate for large loads, its volume will have to be increased, and therefore the amount of compressed air required for blowing. And the supply of compressed air on a boat is the most valuable thing; it is always small and difficult to replenish.

Ring gap tanks

There is always a gap between the torpedo (missile) and the wall of the torpedo tube (mine), especially in the head and tail parts. Before firing, the outer cover of the torpedo tube (shaft) must be opened. This can be done only by equalizing the pressure outside and inside, that is, by filling the TA (shaft) with water communicating with the sea. But if you let water in directly from overboard, the trim will be knocked down - right before the shot.

To avoid this, the water needed to fill the gap is stored in special annular gap tanks (AGTs). They are located near the TA or mines, and are filled from the surge tank. After this, to equalize the pressure, it is enough to transfer water from the CDC to the TA and open the sea valve.

Energy and survivability

It is clear that neither the filling and purging of tanks, nor the firing of torpedoes or missiles, nor movement or even ventilation occur by themselves. A submarine is not an apartment where you can open a window and fresh air will replace used air. All this requires energy expenditure.

Accordingly, without energy, a boat cannot not only move, but also maintain the ability to “swim and shoot” for any long time. That is, energy and survivability are two sides of the same process.

If with movement it is possible to choose traditional solutions for a ship - to use the energy of burned fuel (if there is enough oxygen for this), or the energy of atom splitting, then for actions characteristic only of a submarine, other energy sources are needed. Even a nuclear reactor, which provides an almost unlimited source of it, has a drawback - it produces it only at a certain pace, and is very reluctant to change the pace. Trying to get more power from it means risking the reaction getting out of control - a sort of mini-nuclear explosion.

This means that we need some way to store energy and quickly release it as needed. And compressed air, since the beginning of scuba diving, remains the most the best way. Its only serious drawback is the limited supply. Air storage cylinders have a considerable weight, and the greater the pressure in them, the greater the weight. This puts a limit on reserves.

Air system

Main article: Air system

Compressed air is the second most important source of energy on a boat and, secondly, provides a supply of oxygen. With its help, many evolutions are made - from diving and surfacing to removing waste from the boat.

For example, you can combat emergency flooding of compartments by supplying compressed air to them. Torpedoes and missiles are also fired with air - essentially, by blowing through TAs or silos.

The air system is divided into a system of high-pressure air (HPA), medium-pressure air (MPA) and low-pressure air (LPA).

The VVD system is the main one among them. It is more profitable to store compressed air at high pressure - it takes up less space and accumulates more energy. Therefore, it is stored in high pressure cylinders and released into other subsystems through pressure reducers.

Replenishing VVD supplies is a long and energy-intensive operation. And of course, it requires access to atmospheric air. Considering that modern boats spend most of their time underwater, and they also try not to linger at periscope depth, there are not many opportunities for replenishment. Compressed air literally has to be rationed, and this is usually monitored personally by the senior mechanic (BC-5 commander).

Movement

The movement, or stroke, of a submarine is the main consumer of energy. Depending on how surface and underwater propulsion is ensured, all submarines can be divided into two large types: with a separate or with a single engine.

Separate called an engine that is used only for surface or only for underwater propulsion. United, accordingly, is called an engine that is suitable for both modes.

Historically, the first engine of a submarine was man. With his muscular strength, he set the boat in motion both on the surface and under water. That is, it was a single engine.

The search for more powerful and long-range engines was directly related to the development of technology in general. It passed through the steam engine and various types of internal combustion engines to the diesel engine. But they all have a common drawback - dependence on atmospheric air. inevitably arises separateness, that is, the need for a second engine for underwater propulsion. An additional requirement for submarine engines is a low noise level. The submarine's noiselessness in sneaking mode is necessary to maintain its invisibility from the enemy when performing combat missions in close proximity to him.

Traditionally, the underwater propulsion engine has been and remains an electric motor powered by a battery. It is air-independent, quite safe and acceptable in weight and dimensions. However, there is a serious drawback here - the low battery capacity. Therefore, the reserve of continuous underwater travel is limited. Moreover, it depends on the mode of use. A typical diesel-electric submarine needs to recharge the battery after every 300-350 miles of economic travel, or every 20-30 miles of full travel. In other words, the boat can go without recharging for 3 or more days at a speed of 2–4 knots, or an hour and a half at a speed of more than 20 knots. Since the weight and volume of a diesel submarine are limited, the diesel and electric motor play several roles. A diesel engine can be an engine, or a piston compressor if it is driven by an electric motor. That, in turn, can be a generator when driven by a diesel engine, or an engine when driven by a propeller.

There have been attempts to create a single steam-gas engine. German Walther submarines used concentrated hydrogen peroxide as fuel. It turned out to be too explosive, expensive and unstable for widespread use.

Only with the creation of a nuclear reactor suitable for submarines did a truly unified engine appear, capable of running in any position indefinitely. Therefore, a division of submarines arose into atomic And non-nuclear.

There are submarines with a non-nuclear single engine. For example, Swedish boats of the Nakken type with a Stirling engine. However, they only lengthened the underwater voyage without eliminating the need for the boat to surface to replenish oxygen supplies. This engine has not yet found widespread use.

Electric Power System (EPS)

The main elements of the system are generators, converters, storage, conductors and energy consumers.

Since most submarines in the world are diesel-electric, they have characteristics in the design and composition of the EPS. In a classic diesel-electric submarine system, the electric motor is used as a reversible machine, that is, it can consume current for movement, or generate it for charging. Such a system has:

For such a submarine, the characteristic modes are:

1. Screw-charging. The diesel engine of one side rotates the propeller, the diesel engine of the other works for the generator, charging the battery.
2. Screw-flow. The diesel engine on one side rotates the propeller, the diesel engine on the other side powers the generator, which supplies consumers.
3. Partial electric propulsion. Diesel engines run on a generator, part of the energy of which is consumed by the electric motor, the other part goes to charge the battery.
4. Full electric propulsion. Diesel engines run on a generator, all of whose energy is consumed by the electric motor.

In some cases, the system also has separate diesel generators (DG) and an economical electric motor (EDM). The latter is used for a low-noise, economical “sneaking” mode towards a target.

The main problem of storing and transmitting electricity is the resistance of EPS elements. Unlike ground-based units, resistance in conditions of high humidity and saturation with submarine equipment is a highly variable value. One of the constant tasks of the team of electricians is to monitor the insulation and restore its resistance to standard.

The second serious problem is the condition of the batteries. As a result of a chemical reaction, heat is generated in them and hydrogen is released. If free hydrogen accumulates in a certain concentration, it forms an explosive mixture with oxygen in the air, capable of exploding no worse than a depth charge. An overheated battery in a cramped hold causes an emergency that is very typical for boats - a fire in the battery pit.

When seawater enters the battery, chlorine is released, forming extremely toxic and explosive compounds. A mixture of hydrogen and chlorine explodes even from light. Considering that the likelihood of seawater entering the boat’s premises is always high, constant monitoring of chlorine content and ventilation of battery pits is required.

In a submerged position, to bind hydrogen, flameless (catalytic) hydrogen afterburning devices are used - CFC, installed in the compartments of the submarine and the hydrogen afterburning furnace, built into the battery ventilation system. Complete removal of hydrogen is only possible by venting the battery. Therefore, on a running boat, even at the base, there is a watch at the central post and at the energy and survivability post (PEZ). One of its tasks is to control the hydrogen content and ventilate the battery.

Fuel system

Diesel-electric, and to a lesser extent, nuclear submarines use diesel fuel - diesel fuel. The volume of stored fuel can be up to 30% of the displacement. Moreover, this is a variable reserve, which means it poses a serious problem when calculating trim.

Solarium is quite easily separated from seawater by settling, but practically does not mix, so this scheme is used. Fuel tanks are located in the lower part of the lightweight hull. As fuel is consumed, it is replaced by sea water. Since the difference in the densities of diesel fuel and water is approximately 0.8 to 1.0, the order of consumption is observed, for example: the port bow tank, then the starboard stern tank, then the starboard bow tank, and so on, so that changes in trim are minimal.

Drainage system

As the name suggests, it is designed to remove water from the submarine. Consists of pumps (pumps), pipelines and fittings. It has drainage pumps for quickly pumping out large quantities of water, and drainage pumps for its complete removal.

It is based on centrifugal pumps with high productivity. Since their flow depends on backpressure, and therefore decreases with depth, there are also pumps whose flow does not depend on backpressure - piston pumps. For example, on the submarine pr.633, the productivity of drainage equipment on the surface is 250 m³/h, at the working depth 60 m³/h.

Fire protection system

The fire protection system of a submarine consists of four types of subsystems. Essentially, the boat has four independent systems extinguishing:

1. Air-foam fire extinguishing system (AFF);
2. Water fire extinguishing system;
3. Fire extinguishers and fire-fighting equipment (asbestos sheets, tarpaulins, etc.).

At the same time, unlike stationary, ground-based systems, water extinguishing is not the main one. On the contrary, the survivability control manual (RBZh PL) focuses primarily on the use of volumetric and air-foam systems. The reason for this is the high saturation of submarines with equipment, which means a high probability of damage from water, short circuits, and the release of harmful gases.

In addition, there are systems prevention fires:

• irrigation system for missile weapon silos (containers) - on missile submarines;
• irrigation system for ammunition stored on racks in submarine compartments;
• irrigation system for intercompartment bulkheads;

Volumetric chemical fire extinguishing system (VOC)

The Boat, Volume, Chemical (LOC) system is designed to extinguish fires in submarine compartments (except for fires of gunpowder, explosives and two-component rocket fuel). It is based on interrupting the combustion chain reaction with the participation of atmospheric oxygen with a freon-based extinguishing agent. Its main advantage is its versatility. However, the supply of freon is limited, and therefore the use of VOCs is recommended only in certain cases.

Air-foam fire extinguishing system (AFF)

The Air-Foam, Boat (APL) system is designed to extinguish small local fires in the following compartments:

• live electrical equipment;
• fuel, oil or other flammable liquids accumulated in the hold;
• materials in the battery pit;
• rags, wood paneling, thermal insulation materials.

Water fire extinguishing system

The system is designed to extinguish fires in the submarine superstructure and wheelhouse fencing, as well as fires of fuel spilled on the water near the submarine. In other words, Not Designed for extinguishing inside a durable submarine hull.

Fire extinguishers and fire equipment

Designed to extinguish fires of rags, wood sheathing, electrical insulating and thermal insulation materials and to ensure the actions of personnel when extinguishing a fire. In other words, they play a supporting role in cases where the use of centralized fire extinguishing systems is difficult or impossible.

• All systems and devices of a submarine are so closely related to survivability and depend on each other that anyone who is allowed on board, even temporarily, must take a test on the design and safety rules of the submarine, including the features of the specific ship to which they gain access.
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Handbook of Maritime Practices Author unknown

1.3. Submarine structure

Submarines are a special class of warships that, in addition to all the qualities of warships, have the ability to swim underwater, maneuvering along the course and depth. According to their design (Fig. 1.20), submarines are:

– single-hulled, having one strong body, which ends at the bow and stern with well-streamlined ends of a lightweight design;

- half-hulled, having, in addition to a durable body, also a lightweight one, but not along the entire contour of the durable body;

- double-hulled, having two hulls - strong and lightweight, the latter completely encircling the perimeter of the strong one and extending the entire length of the boat. Currently, most submarines are double-hulled.

Rice. 1.20. Design types of submarines:

a – single-hull; b – one and a half hull; c – double-hulled; 1 – durable body; 2 – conning tower; 3 – superstructure; 4 – keel; 5 – light body

A durable hull is the main structural element of a submarine, ensuring its safe stay at maximum depth. It forms a closed volume, impenetrable to water. The space inside the pressure hull (Fig. 1.21) is divided by transverse waterproof bulkheads into compartments, which are named depending on the nature of the weapons and equipment located in them.

Rice. 1.21. longitudinal section of a diesel battery submarine:

1 – durable body; 2 – bow torpedo tubes; 3 – light body; bow torpedo compartment; 5 – torpedo loading hatch; 6 – superstructure; 7 – durable conning tower; 8 – cutting fence; 9 – retractable devices; 10 – entrance hatch; 11 – stern torpedo tubes; 12 – aft end; 13 – rudder blade; 14 – aft trim tank; 15 – end (aft) watertight bulkhead; 16 – aft torpedo compartment; 17 – internal waterproof bulkhead; 18 – compartment of the main propulsion electric motors and power station; 19 – ballast tank; 20 – engine compartment; 21 – fuel tank; 22, 26 – aft and bow groups of batteries; 23, 27 – team living quarters; 24 – central post; 25 – hold of the central post; 28 – nasal trim tank; 29 – end (bow) watertight bulkhead; 30 – nasal extremity; 31 – buoyancy tank.

Inside the durable hull are quarters for personnel, main and auxiliary mechanisms, weapons, various systems and devices, bow and stern groups of batteries, various supplies, etc. On modern submarines, the weight of the durable hull in the total weight of the ship is 16-25 %; in the weight of hull structures only – 50-65%.

The structurally sound hull consists of frames and plating. The frames, as a rule, have an annular shape and an elliptical shape at the ends and are made of profile steel. They are installed one from the other at a distance of 300-700 mm, depending on the design of the boat, both on the inside and outside of the hull skin, and sometimes in combination on both sides closely.

The shell of the durable hull is made from special rolled sheet steel and welded to the frames. The thickness of the skin sheets reaches up to 35 mm, depending on the diameter of the pressure hull and the maximum immersion depth of the submarine.

Bulkheads and pressure hulls are strong and light. Strong bulkheads divide the internal volume of modern submarines into 6-10 waterproof compartments and ensure the ship's underwater unsinkability. According to their location, they are internal and terminal; in shape - flat and spherical.

Light bulkheads are designed to ensure the ship's surface unsinkability. Structurally, bulkheads are made of frames and sheathing. A bulkhead set usually consists of several vertical and transverse posts (beams). The casing is made of sheet steel.

End watertight bulkheads are usually of equal strength to the strong hull and close it in the bow and stern parts. These bulkheads serve as rigid supports for torpedo tubes on most submarines.

The compartments communicate through watertight doors having a round or rectangular shape. These doors are equipped with quick-release locking devices.

In the vertical direction, the compartments are divided by platforms into upper and lower parts, and sometimes the boat’s rooms have a multi-tier arrangement, which increases the useful area of ​​the platforms per unit volume. The distance between the platforms “in the light” is made more than 2 m, i.e., slightly greater than the average height of a person.

In the upper part of the durable hull there is a strong (combat) deckhouse, which communicates through the deckhouse hatch with the central post, under which the hold is located. On most modern submarines, a strong deckhouse is made in the form of a round cylinder of small height. On the outside, the strong cabin and the devices located behind it, to improve flow around when moving in a submerged position, are covered with lightweight structures called the cabin fencing. The deckhouse casing is made of sheet steel of the same grade as the robust hull. The torpedo-loading and access hatches are also located at the top of the durable hull.

Tank tanks are designed for diving, surfacing, trimming a boat, as well as for storing liquid cargo. Depending on the purpose, there are tanks: main ballast, auxiliary ballast, ship stores and special ones. Structurally, they are either durable, that is, designed for maximum immersion depth, or lightweight, capable of withstanding pressure of 1-3 kg/cm2. They are located inside the strong body, between the strong and light body and at the extremities.

Keel - a welded or riveted beam of box-shaped, trapezoidal, T-shaped, and sometimes semi-cylindrical section, welded to the bottom of the boat hull. It is designed to enhance longitudinal strength, protect the hull from damage when placed on rocky ground and placed on a dock cage.

Lightweight hull (Fig. 1.22) is a rigid frame consisting of frames, stringers, transverse impenetrable bulkheads and plating. It gives the submarine a well-streamlined shape. The light hull consists of an outer hull, bow and stern ends, deck superstructure, and wheelhouse fencing. The shape of the light hull is completely determined by the outer contours of the ship.

Rice. 1.22. Cross section of a one-and-a-half-hull submarine:

1 – navigation bridge; 2 – conning tower; 3 – superstructure; 4 – stringer; 5 – surge tank; 6 – reinforcing stand; 7, 9 – booklets; 8- platform; 10 – box-shaped keel; 11 – foundation of the main diesel engines; 12 – casing of a durable hull; 13 – strong hull frames; 14 – main ballast tank; 15 – diagonal racks; 16 – tank cover; 17 – light hull lining; 18 – light hull frame; 19 – upper deck

The outer hull is the waterproof part of the lightweight hull located along the pressure hull. It encloses the pressure hull along the perimeter of the boat's cross-section from the keel to the top watertight stringer and extends the length of the ship from the fore to aft end bulkheads of the pressure hull. The ice belt of the light hull is located in the cruising waterline area and extends from the bow to the midsection; The width of the belt is about 1 g, the thickness of the sheets is 8 mm.

The ends of the light hull serve to streamline the contours of the bow and stern of the submarine and extend from the end bulkheads of the pressure hull to the stem and sternpost, respectively.

The bow end houses: bow torpedo tubes, main ballast and buoyancy tanks, a chain box, an anchor device, hydroacoustic receivers and emitters. Structurally, it consists of cladding and a complex set system. Made from sheet steel of the same quality as the outer casing.

The stem is a forged or welded beam that provides rigidity to the bow edge of the boat hull.

At the aft end (Fig. 1.23) there are located: aft torpedo tubes, main ballast tanks, horizontal and vertical rudders, stabilizers, propeller shafts with mortars.

Rice. 1.23. Diagram of stern protruding devices:

1 – vertical stabilizer; 2 – vertical steering wheel; 3 – propeller; 4 – horizontal steering wheel; 5 – horizontal stabilizer

Sternpost – a beam of complex cross-section, usually welded; provides rigidity to the aft edge of the submarine hull.

Horizontal and vertical stabilizers provide stability to the submarine when moving. Propeller shafts pass through the horizontal stabilizers (with a two-shaft power plant), at the ends of which propellers are installed. Behind propellers Aft horizontal rudders are installed in the same plane with the stabilizers.

Structurally, the aft end consists of a frame and plating. The set is made of stringers, frames and simple frames, platforms and bulkheads. The casing is of equal strength to the outer casing.

The superstructure (Fig. 1.24) is located above the upper waterproof stringer of the outer hull and extends along the entire length of the pressure hull, passing beyond its limits at the tip. Structurally, the superstructure consists of sheathing and frame. The superstructure contains various systems, devices, bow horizontal rudders, etc.

Rice. 1.24. Submarine superstructure:

1 – booklets; 2 – holes in the deck; 3 – superstructure deck; 4 – side of the superstructure; 5 – scuppers; 6- pillers; 7 – tank cover; 8 – casing of a durable hull; 9 – strong hull frame; 10 – light hull lining; 11 – waterproof stringer of the outer casing; 12 – light hull frame; 13 – superstructure frame

Retractable devices (Fig. 1.25). A modern submarine has a large number of different devices and systems that ensure control of its maneuvers, use of weapons, survivability, normal operation of the power plant and others. technical means in various sailing conditions.

Rice. 1.25. Retractable devices and systems of a submarine:

1 – periscope; 2 – radio antennas (retractable); 3 – radar antennas; 4 – air shaft for diesel operation under water (RDP); 5 – RDP exhaust device; 6 – radio antenna (collapsing)

Such devices and systems, in particular, include: radio antennas (retractable and retractable), exhaust device for diesel operation under water (RDP), RDP air shaft, radar antennas, periscopes, etc.

In continuation of publications about submarines that were previously in service with the USSR and Russian Navy, and converted into museums, we bring to your attention a brief overview of modern Russian submarines. The first part will look at non-nuclear (diesel-electric) submarines.

Currently in service Navy Russia has diesel-electric submarines of three main projects: 877 Halibut, 677 Lada and 636 Varshavyanka.

All modern Russian diesel-electric submarines are built according to a scheme with full electric propulsion: the main engine is an electric motor powered by batteries, which are recharged on the surface or at periscope depth (when air enters through the RDP shaft) from a diesel generator. The diesel generator compares favorably with diesel engines in its smaller dimensions, which is achieved by increasing the shaft rotation speed and eliminating the need for reverse.

Project 877 "Halibut"

Submarines of Project 877 (code "Halibut", according to NATO classification - Kilo) - a series of Soviet and Russian submarines from 1982-2000. The project was developed at the Rubin Central Design Bureau, the general designer of the project is Yu.N. Kormilitsin. The lead ship was built in 1979-1982. at the plant named after Lenin Komsomol in Komsomolsk-on-Amur. Subsequently, Project 877 ships were built on shipyard"Krasnoe Sormovo" in Nizhny Novgorod and JSC "Admiralty Shipyards" in St. Petersburg.

For the first time in the USSR, the hull of the boat was made in an “airship” shape with an optimal length-to-width ratio from the point of view of streamlining (slightly more than 7:1). The chosen shape made it possible to increase the underwater speed and reduce noise, at the expense of deteriorating seaworthiness on the surface. The boat has a double-hull design, traditional for the Soviet school of submarine shipbuilding. The light hull limits the developed nasal tip, in the upper part of which there are torpedo tubes, and the lower part is occupied by the developed main antenna of the Rubicon-M hydroacoustic complex.

The project boats received an automated weapon system. The armament included 6 torpedo tubes of 533 mm caliber, up to 18 torpedoes or 24 mines. In Soviet times, ships were equipped with the Strela-3 defensive air defense system, which could be used on the surface.

Submarine B-227 "Vyborg" of project 877 "Halibut"

Submarine B-471 "Magnitogorsk" project 877 "Halibut"

Longitudinal section of the submarine Project 877 "Halibut":

1 - main antenna of SJSC "Rubicon-M"; 2 - 533 mm TA; 3 - first (bow or torpedo) compartment; 4 - anchor spire; 5 - bow hatch; 6 - spare torpedoes with a fast loading device; 7 - bow horizontal rudder with tilting mechanism and drives; 8 - living quarters; 9 - nasal group AB; 10 - gyrocompass repeater; 11 - navigation bridge; 12 - attack periscope PK-8.5; 13 - anti-aircraft and navigation periscope PZNG-8M; 14 - PMU of the RDP device; 15 - durable cabin; 16 - PMU antenna of the radar "Cascade"; 17 - PMU of the direction finder antenna "Frame"; 18 - PMU antenna SORS MRP-25; 19 - container (fender) for storing the Strela-ZM MANPADS; 20 - second compartment; 21 - central post; 22 - third (living) compartment; 23 - aft group AB; 24 - fourth (diesel generator) compartment; 25 - DG; 26 - cylinders of the VVD system; 27 - fifth (electric motor) compartment; 28 - GGED; 29 - emergency buoy; 30 - sixth (aft) compartment; 31 - aft hatch; 32 - GED of economic progress; 33 - stern rudder drives; 34 - shaft line; 34 - aft vertical stabilizer.

Tactical and technical data of project 877 "Halibut":

Project 677 "Lada" ("Cupid")

Project 677 submarines (code "Lada") - a series of Russian diesel-electric submarines developed at the end of the 20th century at the Rubin Central Design Bureau, general designer of the project Yu.N. Kormilitsin. The boats are intended to destroy enemy submarines, surface ships and vessels, protect naval bases, the sea coast and sea communications, and conduct reconnaissance. The series is a development of project 877 "Halibut". A low noise level was achieved thanks to the choice of a single-hull design type, a reduction in the dimensions of the ship, the use of an all-mode main propulsion motor with permanent magnets, the installation of vibration-active equipment and the introduction of a new generation of anti-hydrolocation coating technology. Project 677 submarines are being built at the Admiralty Shipyards JSC in St. Petersburg.

The Project 677 submarine is made according to the so-called one and a half hull design. The axisymmetric, durable body is made of AB-2 steel and has the same diameter along almost the entire length. The bow and stern ends are spherical in shape. The hull is divided along the length into five waterproof compartments by flat bulkheads; by means of platforms, the hull is divided in height into three tiers. The lightweight body is given a streamlined shape, providing high hydrodynamic characteristics. The fencing of the retractable devices has the same shape as that of Project 877 boats, at the same time, the stern empennage is cross-shaped, and the front horizontal rudders are placed on the fencing, where they create minimal interference with the operation of the hydroacoustic complex.

Compared to Varshavyanka, the surface displacement has been reduced by almost 1.3 times - from 2,300 to 1,765 tons. Full submerged speed increased from 19-20 to 21 knots. The crew size was reduced from 52 to 35 submariners, while the autonomy remained unchanged - up to 45 days. Boats of the "Lada" type are distinguished by a very low noise level, a high level of automation and a relatively low price compared to foreign analogues: the German type 212, and the Franco-Spanish project "Scorpene", while possessing more powerful weapons.

Submarine B-585 "St. Petersburg" of project 677 "Lada"

Longitudinal section of the Project 677 Lada submarine:

1 - fencing of the main antenna of the sonar; 2 - nasal central hemorrhage; 3 - 533 mm TA; 4 - torpedo loading hatch; 5 - anchor; 6 - bow (torpedo) compartment; 7 - spare torpedoes with a fast loading device; 8 - fence of auxiliary mechanisms; 9 - nasal AB; 10 - navigation bridge; 11 - durable cabin; 12 - second (central post) compartment; 13 - central post; 14 - main command post; 15 - REV aggregate enclosure; 16 fence auxiliary equipment and general ship systems (bilge pumps, general ship hydraulic system pumps, converters and air conditioners); 17 - third (living and battery) compartment; 18 - wardroom and galley block; 19 - residential premises and medical block; 20 - aft AB; 21 - fourth (diesel generator) compartment; 22 - DG; 23 - fence of auxiliary mechanisms; 24 - fifth (electric motor) compartment; 25 - GED; 26 - fuel tank; 27 - stern rudder drives; 28 - shaft line; 29 - aft Central City Hospital; 30 - aft vertical stabilizers; 31 fairing of the GPBA exit channel.

Tactical and technical data of project 677 "Lada":

*Amur-950" - an export modification of Project 677 "Lada" is equipped with four torpedo tubes and a launcher for ten missiles, capable of firing a salvo of ten missiles in two minutes. Immersion depth - 250 meters. Crew - from 18 to 21 people. Autonomy - 30 days .

Due to shortcomings power plant The planned serial construction of boats of this project in its original form has been cancelled, the project will be further developed.

Project 636 "Varshavyanka"

Submarines of Project 636 (code "Varshavyanka", according to NATO classification - Improved Kilo) multi-purpose diesel-electric submarines - an improved version of the export submarine Project 877EKM. The project was also developed at the Rubin Central Design Bureau, under the leadership of Yu.N. Kormilitsin.

Submarines of the Varshavyanka class, which combines projects 877 and 636 and their modifications, are the main class of non-nuclear submarines produced in Russia. They are in service with both Russian and a number of foreign fleets. The project, developed in the late 1970s, is considered very successful, so the construction of the series, with a number of improvements, continues in the 2010s.

Submarine B-262 "Stary Oskol" project 636 "Varshavyanka"

Tactical and technical data of project 636 "Varshavyanka":

To be continued.