can be carried out independently from the submarines’ automation system when it is not available. Due to the continuous charging of an uninterruptable power supply directly via generator (including a power safe function during standby), the generating set can be operated under black ship conditions. “Te integration of the generator leads
to another improvement with regard to the starting process,” said von Drathen. “Te engine is now quietly started via the generator. Te starting process includes the normal turning and draining process to protect the engine from damage due to hydraulic shock. For emergency purposes an air start motor operating the flywheel is part of the design. However, starting with the air start motor does also now include the turning and drain process in order to enhance safety even further.” As for all submarine engines, high shock and acoustic requirements demand special
attention to the way that the generating set is mounted in the submarine and
“Since the Series 396 was developed, submarine design has evolved significantly, as have the requirements for diesel-powered battery charging units”
the new engine foot for the Series 4000 includes what von Drathen described as “an integrated movement limiter.” It is
compact and easy to install and helps to reduce structure-borne noise associated with the engine. In addition, the engine foot also has a very high mechanical impedance at the connection point to the rubber mounts so that the rubber mount’s optimum acoustic performance can be taken full advantage of. Von Drathen said that one of the
most significant improvements made possible with the Series 4000 relates to the logistical challenges of supporting the engine. “Following the operational cycles of a modern submarine with long periods of transit as well as a more demanding Li-Ion- battery-based load profile, the complete overhaul of the engine can be increased to more than 20 years,” he explained. In comparison, the Series 396SE engine when operated according with less demanding lead battery-based load profile requires a complete overhaul aſter 12 years. WT
RINA-QinetiQ Maritime Innovation Award
Innovation is key to success in all sectors of the maritime industry, and such innovation will stem from the development of research carried out by engineers and scientists in universities and industry, pushing forward the boundaries of design, construction and operation of marine vessels and structures.
The Royal Institution of Naval Architects – QinetiQ Maritime Innovation Award seeks to encourage such innovation by recognising outstanding scientifi c or technological research in the areas of hydrodynamics, propulsion, structures and material which has the potential to make a signifi cant improvement in the design, construction and operation of marine vessels and structures.
The Award is made annually to either an individual or an organisation, in any Country. Nominations for the Award may be made by any member of the global maritime community, and are judged by a panel of members of the Institution and QinetiQ. The Award will be announced at the Institution’s Annual Dinner (tbc).
Nominations are now invited for the 2014 Maritime Innovation Award. Individuals may not nominate themselves, although employees may nominate their company or organisation.
• Nominations may be up to 750 words and should describe the research and its potential contribution to improving the design, construction and operation of maritime vessels and structures,
• Nominations may be forwarded online at
www.rina.org.uk/MaritimeInnovationAward
or by email to
MaritimeInnovationAward@rina.org.uk
• Nominations should arrive at RINA Headquarters by 31 December 2014
• Queries about the award should be forwarded to the Chief Executive at
hq@rina.org.uk
Warship Technology October 2014 37
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