Topic: Kristall AIP Submarine an Alternative

nero1234 · December 22nd, 2007

Kristall AIP Submarine Power Plants

&

the IHD-AIP Alternative

(Modified – 22nd Dec. 2007)

(Continuation - Part 2)

As mentioned in the literature on the subject, the Special Boiler Design Bureau (SKBK) JSC is believed to be Russia's only enterprise involved in shipborne AIP plant development and production, with genuine experience in developing electrochemical generator plants for naval submarines. It is also believed SKBK has the capability to develop, manufacture and deliver, AIP plants rated at 10 to 600 kW (up to 4,000 kW for short time), having 100 to 100,000 kWh power capacity, 150 to 200 Wh/kg or 200 to 250 Wh/l specific power capacity, complete with all support systems, both for marine and on-shore applications.

In a direct comparison with the existing AIP type submarines above and using the Kristall powered vessels as a specific example, there is significant advantage in the in-parallel introduction of IHD powered types. This is especially the case when considering the LOX cryogenic storage system developed for the Kristall AIP system, it is believed this would be readily adaptable as a component of the IHD-AIP powered vessels. It should also be apparent, the integration of an IHD-AIP submarine into an existing diesel electric fleet is, logistically, a less demanding exercise; given the common and readily available fuel type already supplied for the existing vessels and recognition, existing maintenance staff will not require much re-training to address the maintenance of IHD-AIP vessels, as the actual power plant is still functionally a diesel power plant. More-over, the supply of LOX in the amounts required would not be an undue load on commercial suppliers of LOX in many areas in which such submarines would be deployed. This is similarly the case with regards the supply of argon for such submarines.

Unlike the third generation Kristall-AIP submarines, the IHD-AIP submarines could be rapidly introduced and also unlike existing AIP submarines, would not be limited to brief periods of operation at maximum power, but would only be limited in this respect by the fuel, LOX and argon reserves available to the vessel. Effectively, an IHD-AIP submarine could depart its operational base and proceed submerged at full speed to an interception point, prosecute an attack and subsequently rendezvous with a replenishment vessel and restock its depleted fuel, LOX and argon reserves and either return to its base or undertake a further deployment. It should also be apparent, if there is no other option available, such a submarine can be refueled and return to its base using its snorkel, with its engine operating as a diesel/air power plant. Although the former may be considered an unlikely scenario, it is a good example of an extreme mode of action able to be undertaken by an IHD-AIP submarine. In a more usual mode of operation, an IHD-AIP submarine would function much as any existing or proposed AIP type, but with the exception that it may at any time operate at significantly higher power levels than any other AIP type, the Captain secure in the knowledge that replenishment at sea is a practical and readily available option.

It should also be remembered, an IHD-AIP submarine can considerably extend its range by snorkeling and running its power plant as a diesel/air engine, conserving its supply of oxygen and argon for later use. This has the added advantage that such a submarine is operable on less expensive consumables and able to make extended voyages during redeployment, even to the most remote regions, without a need to consider the logistics or cost of the re-supply of either oxygen or argon. Any shortfall in diesel fuel resulting from such an extended voyage, can be simply made good at any existing facility, able to re-fuel a diesel-electric submarine. Once its diesel supply is replenished, the IHD-AIP submarine is again a fully capable AIP submarine. It should also be recognized, at any time during its previous voyage, should the need arise, the IHD-AIP submarine could revert to a full AIP format and undertake any action required within the normal scope of its operation in that mode. This is not an optional mode of operation for any other AIP system where the AIP system is the sole powering source of the submarine.

As has been mentioned, SKBK is prepared to develop, manufacture and deliver to customers, AIP plants:
rated at 10 to 600 kW (up to 4,000 kW for short time),
having 100 to 100,000 kWh power capacity,
150 to 200 W h/kg or 200 to 250 W h/l specific power capacity

By comparison, IHD-AIP plants could be produced as submarine power plants:
rated significantly in excess of 4,000 kW continuous power,

IHD-AIP plants also have the considerable advantage of being variable displacement power plants offering unprecedented levels of flexibility, redundancy and efficiency.

Given the highly compact and light weight nature of IHD power plants and that they, generally, have the potential to provide significant reductions in fuel use and are expected to provide as good as a threefold improvement in fuel consumption figures, in specific applications, operational range of an IHD-AIP submarine will be significantly better than competing types, firstly from the improved fuel economy and secondly from the greater effective reserve of diesel fuel, LOX and argon, such a submarine will be capable of storing. This improved consumables capacity, is further enhanced by the IHD-AIP system resulting in a single power plant vessel, effectively eliminating the usually large battery requirement of conventional diesel electric submarines and contemporary AIP submarines, with this resulting in both a lighter displacement vessel and an ability to assign a greater in-hull volume to the storage of consumables, including munitions.

It is worth emphasizing, the ability to use a reciprocating engine of 1/3rd the combustion space volume of a contemporary engine of equivalent power, allied with the fact that this form of power production develops neither a torque nor thrust effect upon the engine, implies the mass of the machinery supporting structure can be substantially reduced, needing to basically address the weight of the power plant only and such dynamic variables as G-forces and incidental accelerations; substantially reducing the mass of the supporting structure and space taken by same; this is also of considerable advantage with regards submarines, as it allows the power plant to be rafted as part of the vessels noise attenuation program.

With specific regard to a re-cycle diesel power plant of the proposed type, the greatly reduced swept volume for a given power level and better than threefold increase in fuel economy, allows an equivalent reduction in fuel, LOX and argon for an existing level of endurance. Such a situation provides opportunities to build more formidable combat submarines within a given displacement or combat submarines with notably reduced displacements and capabilities equivalent to existing vessels; in either case, the client gains far greater value for a given cost, with regards both capital expense and all combined through life expenses. It is also worth mentioning, there is considerable potential to improve both engine efficiencies and propulsion aspects, associated with this powering system, in AIP submarines.

December 22nd, 2007
nero1234 Milites Gregarius	Kristall AIP Submarine Power Plants & the IHD-AIP Alternative (Modified – 22nd Dec. 2007) (Continuation - Part 2) As mentioned in the literature on the subject, the Special Boiler Design Bureau (SKBK) JSC is believed to be Russia's only enterprise involved in shipborne AIP plant development and production, with genuine experience in developing electrochemical generator plants for naval submarines. It is also believed SKBK has the capability to develop, manufacture and deliver, AIP plants rated at 10 to 600 kW (up to 4,000 kW for short time), having 100 to 100,000 kWh power capacity, 150 to 200 Wh/kg or 200 to 250 Wh/l specific power capacity, complete with all support systems, both for marine and on-shore applications. In a direct comparison with the existing AIP type submarines above and using the Kristall powered vessels as a specific example, there is significant advantage in the in-parallel introduction of IHD powered types. This is especially the case when considering the LOX cryogenic storage system developed for the Kristall AIP system, it is believed this would be readily adaptable as a component of the IHD-AIP powered vessels. It should also be apparent, the integration of an IHD-AIP submarine into an existing diesel electric fleet is, logistically, a less demanding exercise; given the common and readily available fuel type already supplied for the existing vessels and recognition, existing maintenance staff will not require much re-training to address the maintenance of IHD-AIP vessels, as the actual power plant is still functionally a diesel power plant. More-over, the supply of LOX in the amounts required would not be an undue load on commercial suppliers of LOX in many areas in which such submarines would be deployed. This is similarly the case with regards the supply of argon for such submarines. Unlike the third generation Kristall-AIP submarines, the IHD-AIP submarines could be rapidly introduced and also unlike existing AIP submarines, would not be limited to brief periods of operation at maximum power, but would only be limited in this respect by the fuel, LOX and argon reserves available to the vessel. Effectively, an IHD-AIP submarine could depart its operational base and proceed submerged at full speed to an interception point, prosecute an attack and subsequently rendezvous with a replenishment vessel and restock its depleted fuel, LOX and argon reserves and either return to its base or undertake a further deployment. It should also be apparent, if there is no other option available, such a submarine can be refueled and return to its base using its snorkel, with its engine operating as a diesel/air power plant. Although the former may be considered an unlikely scenario, it is a good example of an extreme mode of action able to be undertaken by an IHD-AIP submarine. In a more usual mode of operation, an IHD-AIP submarine would function much as any existing or proposed AIP type, but with the exception that it may at any time operate at significantly higher power levels than any other AIP type, the Captain secure in the knowledge that replenishment at sea is a practical and readily available option. It should also be remembered, an IHD-AIP submarine can considerably extend its range by snorkeling and running its power plant as a diesel/air engine, conserving its supply of oxygen and argon for later use. This has the added advantage that such a submarine is operable on less expensive consumables and able to make extended voyages during redeployment, even to the most remote regions, without a need to consider the logistics or cost of the re-supply of either oxygen or argon. Any shortfall in diesel fuel resulting from such an extended voyage, can be simply made good at any existing facility, able to re-fuel a diesel-electric submarine. Once its diesel supply is replenished, the IHD-AIP submarine is again a fully capable AIP submarine. It should also be recognized, at any time during its previous voyage, should the need arise, the IHD-AIP submarine could revert to a full AIP format and undertake any action required within the normal scope of its operation in that mode. This is not an optional mode of operation for any other AIP system where the AIP system is the sole powering source of the submarine. As has been mentioned, SKBK is prepared to develop, manufacture and deliver to customers, AIP plants: rated at 10 to 600 kW (up to 4,000 kW for short time), having 100 to 100,000 kWh power capacity, 150 to 200 W h/kg or 200 to 250 W h/l specific power capacity By comparison, IHD-AIP plants could be produced as submarine power plants: rated significantly in excess of 4,000 kW continuous power, IHD-AIP plants also have the considerable advantage of being variable displacement power plants offering unprecedented levels of flexibility, redundancy and efficiency. Given the highly compact and light weight nature of IHD power plants and that they, generally, have the potential to provide significant reductions in fuel use and are expected to provide as good as a threefold improvement in fuel consumption figures, in specific applications, operational range of an IHD-AIP submarine will be significantly better than competing types, firstly from the improved fuel economy and secondly from the greater effective reserve of diesel fuel, LOX and argon, such a submarine will be capable of storing. This improved consumables capacity, is further enhanced by the IHD-AIP system resulting in a single power plant vessel, effectively eliminating the usually large battery requirement of conventional diesel electric submarines and contemporary AIP submarines, with this resulting in both a lighter displacement vessel and an ability to assign a greater in-hull volume to the storage of consumables, including munitions. It is worth emphasizing, the ability to use a reciprocating engine of 1/3rd the combustion space volume of a contemporary engine of equivalent power, allied with the fact that this form of power production develops neither a torque nor thrust effect upon the engine, implies the mass of the machinery supporting structure can be substantially reduced, needing to basically address the weight of the power plant only and such dynamic variables as G-forces and incidental accelerations; substantially reducing the mass of the supporting structure and space taken by same; this is also of considerable advantage with regards submarines, as it allows the power plant to be rafted as part of the vessels noise attenuation program. With specific regard to a re-cycle diesel power plant of the proposed type, the greatly reduced swept volume for a given power level and better than threefold increase in fuel economy, allows an equivalent reduction in fuel, LOX and argon for an existing level of endurance. Such a situation provides opportunities to build more formidable combat submarines within a given displacement or combat submarines with notably reduced displacements and capabilities equivalent to existing vessels; in either case, the client gains far greater value for a given cost, with regards both capital expense and all combined through life expenses. It is also worth mentioning, there is considerable potential to improve both engine efficiencies and propulsion aspects, associated with this powering system, in AIP submarines.