tecnico_plast
Guest
beautiful story, as always:finger:
it would be interesting to see some image of the vulcan joint.
it would be interesting to see some image of the vulcan joint.
Exatem
Guest
Er Presidente
Guest
Er Presidente
Guest
http://www.saturatore.it/machines%20marine/machines%20marine%20an.pdfp.95, it seems basically a hydraulic joint.
Oldwarper
Guest
or a "programable" torque converter.
MBT
Guest
or, if we prefer, a different application of the brake fade
http://en.wikipedia.org/wiki/water_brake
http://en.wikipedia.org/wiki/water_brake
tecnico_plast
Guest
beautiful pdf.
Er Presidente
Guest
Exatem
Guest
not worth stealing in the house of thieves...:tongue:Mine?
Of course!
Er Presidente
Guest
Exatem
Guest
Apparently our military navy intends, among the first in the world, to impose a turning point and with the project "greenfloat" opening a new road marked by respect for the environment. Our armed force is in fact studying the technological solutions for the propulsion and the production of electricity that guarantee greater performance with less energy use and in particular, aims at the use of gnl (natural liquefied gas). an eco-efficient fleet to reduce consumption by contributing to the containment of pollutants.
the first ship fed to gnl was the Swedish bit viking of the company tarbit shipping.
a tanker 177m long and 26.3 from 25000 tons, built in the yards of shanghai edwards in 2007 but recently subjected to refitting works that resulted in the replacement of the two engines wartsila 46, powered by heavy fuel, with two warstila 50df dual fuel connected to the axles by reducer, which draw from two tanks of 500 m33/ installed on the deck to simplify the operations of refuel the capacity of the tanks allows an autonomy of 12 days but it is always possible to switch to diesel for naval use if necessary. the conversion performed by wartsila included gas supply systems, pipes, engines, control systems and all adjustments for the ship's systems and also resulted in the upgrade of the ship's classification certificate. the subsequent tests at sea were successfully carried out under the supervision of the German lloyd confirming the validity of the use for the future of the gas as fuel for naval use.
It must be borne in mind that in the future the gas-powered traffic will increase and therefore it will be necessary to cope with the problems related to the distribution network of this fuel. the creation of a distribution network will be fundamental for the affirmation of the gnl as naval fuel, in fact, it is expected that by 2020 will be necessary from 2 to 4 million tons per year of gas.
the technical aspect is to identify which solution is preferable between the three hypotheses: from ship to ship in dock or at sea, from truck to ship, from tank to ship. Meanwhile the first supply ship "made the full" to a passenger ship. it is ship “station-service-gas” lngf seagas,
a former ferry built in 1974 in loand verft in Norway, 49,65 meters long and 11,25 from 626 tons wide, rebuilt for this purpose at the Norwegian yards of fiskerstrand blrt in 2013.
the ship supplied instead is the "viking grace"
a ferry/passenger ship built in the yards stx europa of turku in Finland. launched on 10 August 2012 and completed on 10 January 2013 it cost approximately 240 million euros. driven by gas engines, 218 meters long, 31.8 wide with a gross tonnage of 57.000 tons can transport 2800 passengers to 22 knots and has 12 bridges of which 3, 4 and 5 for the transport of vehicles. the engines are 4 wartsila 8l50df of 7600 kw each and the propulsion is diesel/electric type with 2 propellers. gnl tanks are located outdoors on the stern bridge (in enclosed photo)
the operation of bunkeraggio took place in the port of stoccolma. the seagas has a single large cryogenic tank of 170 cubic meters that maintains the temperature of -162 °c to ensure to the gnl to occupy only 1/600 of its gaseous volume, placed at the ship center, which guarantees the transfer of gas in only 60 minutes. after some initial difficulties now many ships are adopting the formula of use of dual-fuel engines. using gas-powered engines means reducing intakes in the atmosphere practically zero. the nox is reduced by 90% therefore below the current requirements of imo, while greenhouse gases are completely cut, and in particular, with a reduction of 25% of carbon dioxide, absent sulphur and reduced particulate by 99%. in fact, today, in many ports there are under construction many terminals for service stations bunker for ships; in particular along the coasts of the Baltic Sea and the sea of the north that are added to those already in service in north America and in Norwegian.
as mentioned at the beginning, one of the first to show itself interested was our military navy whose project to the study plans to create a family of ecological military units, the first of which should be an oceanographic ship able to intervene in support missions during calamity and natural disasters and able to sail for 400 miles or a week with this propulsion. in the future of the ‘green navy’ also some patrol units (which will be realized if you find the necessary funds), also useful for operations "sea nostrum" and antipiracy.
the first ship fed to gnl was the Swedish bit viking of the company tarbit shipping.
a tanker 177m long and 26.3 from 25000 tons, built in the yards of shanghai edwards in 2007 but recently subjected to refitting works that resulted in the replacement of the two engines wartsila 46, powered by heavy fuel, with two warstila 50df dual fuel connected to the axles by reducer, which draw from two tanks of 500 m33/ installed on the deck to simplify the operations of refuel the capacity of the tanks allows an autonomy of 12 days but it is always possible to switch to diesel for naval use if necessary. the conversion performed by wartsila included gas supply systems, pipes, engines, control systems and all adjustments for the ship's systems and also resulted in the upgrade of the ship's classification certificate. the subsequent tests at sea were successfully carried out under the supervision of the German lloyd confirming the validity of the use for the future of the gas as fuel for naval use.It must be borne in mind that in the future the gas-powered traffic will increase and therefore it will be necessary to cope with the problems related to the distribution network of this fuel. the creation of a distribution network will be fundamental for the affirmation of the gnl as naval fuel, in fact, it is expected that by 2020 will be necessary from 2 to 4 million tons per year of gas.
the technical aspect is to identify which solution is preferable between the three hypotheses: from ship to ship in dock or at sea, from truck to ship, from tank to ship. Meanwhile the first supply ship "made the full" to a passenger ship. it is ship “station-service-gas” lngf seagas,
a former ferry built in 1974 in loand verft in Norway, 49,65 meters long and 11,25 from 626 tons wide, rebuilt for this purpose at the Norwegian yards of fiskerstrand blrt in 2013.the ship supplied instead is the "viking grace"
a ferry/passenger ship built in the yards stx europa of turku in Finland. launched on 10 August 2012 and completed on 10 January 2013 it cost approximately 240 million euros. driven by gas engines, 218 meters long, 31.8 wide with a gross tonnage of 57.000 tons can transport 2800 passengers to 22 knots and has 12 bridges of which 3, 4 and 5 for the transport of vehicles. the engines are 4 wartsila 8l50df of 7600 kw each and the propulsion is diesel/electric type with 2 propellers. gnl tanks are located outdoors on the stern bridge (in enclosed photo)the operation of bunkeraggio took place in the port of stoccolma. the seagas has a single large cryogenic tank of 170 cubic meters that maintains the temperature of -162 °c to ensure to the gnl to occupy only 1/600 of its gaseous volume, placed at the ship center, which guarantees the transfer of gas in only 60 minutes. after some initial difficulties now many ships are adopting the formula of use of dual-fuel engines. using gas-powered engines means reducing intakes in the atmosphere practically zero. the nox is reduced by 90% therefore below the current requirements of imo, while greenhouse gases are completely cut, and in particular, with a reduction of 25% of carbon dioxide, absent sulphur and reduced particulate by 99%. in fact, today, in many ports there are under construction many terminals for service stations bunker for ships; in particular along the coasts of the Baltic Sea and the sea of the north that are added to those already in service in north America and in Norwegian.as mentioned at the beginning, one of the first to show itself interested was our military navy whose project to the study plans to create a family of ecological military units, the first of which should be an oceanographic ship able to intervene in support missions during calamity and natural disasters and able to sail for 400 miles or a week with this propulsion. in the future of the ‘green navy’ also some patrol units (which will be realized if you find the necessary funds), also useful for operations "sea nostrum" and antipiracy.
tecnico_plast
Guest
Honestly, they seem to me two concepts in antithesis, warships and environmental respect 
Of course it's my own opinion.
Of course it's my own opinion.
Exatem
Guest
It's not about warships. .Honestly, they seem to me two concepts in antithesis, warships and environmental respect
Of course it's my own opinion.
The warships, by their own definition, run the risk of having to go to areas where probably someone tries to shoot you and, taking a missile sitting on a nice gas tank, I don't think it's good for health.
we are talking about oceanographic ships, which could enter without limitation in particularly protected areas; patrollers, who navigate back and forth in the Sicilian channel to intercept migrant barcons; school ships; auxiliary vessel; etc., however military ships, which are not used for war purposes.
Last edited:
tecnico_plast
Guest
capito, grazie prof :wink:
Exatem
Guest
the evolution of the speciestime ago, in the space given me in “over and under the waves”, I invited you to make a virtual tour within an Italian submarine of World War II. Since then a lot of water has passed and “the evolution of the species” has produced conventional submarines with a very high technological content. to realize the differences between the two ages, today we will repeat something similar going down within the maximum expression of the conventional underwater technology of the contemporary era. We will visit a U212 of our military navy.
first however, as usual, a bit of history...
as we know the sanctions imposed on germany at the end of World War II, provided for the absolute prohibition of possessing, building, updating, submarines of any kind. We have seen how the Germans managed to circumvent the ban by continuing to study and experiment in a field where they could at the time be considered avant-garde. in particular all post-war units (about a hundred), came out of the ikl design studio of ulrich gabler who can be considered the father of four generations of after-war years to the seventies.
the first post-war submarines were type 201.
42 meters long and with a diameter of 4.6 had a displacement of 405 tons in dive. made of amagnetic steel denounced, due to the poor experimentation carried out on the material, serious structural problems with the occurrence of microfractures in the resistant hull so that, of the twelve planned boats, only three were realized. to this little lucky series followed the type 205,
this time with magnetic steel hull, longer, with a more powerful propulsion apparatus and, with more modern sensors. measured 43.9 meters in length and 4.6 meters in diameter, the displacement climbed to 500 tons and the propulsion was entrusted to two mercedes-benz v12 diesel 600hp, a bbc generator and an electric motor siemens from 1300hp connected to a 5 blade propeller. the maximum speed was reached in immersion and was equal to 17 knots while on the surface barely 10.
from class 205 came the type 206 finally in tested amagnetic steel, type 207 or kobben (for Norwegian), tr1700 (for Argentine).
i type 209
They formed a new subclass family with variable dimensions between 650 and 1500 tons. were realized in 50 units sold to Greek, Turkish, Argentine, Chile, brazil, Peru, Colombia, ecuador, Venezuela, India, Indonesia, South Korean and South Africa, and to demonstrate the goodness of the project of this submarine we remember that san louis, the Argentine submarine that during the war of the falkland attack did not even attack two British enemy units.
(follow...)
first however, as usual, a bit of history...
as we know the sanctions imposed on germany at the end of World War II, provided for the absolute prohibition of possessing, building, updating, submarines of any kind. We have seen how the Germans managed to circumvent the ban by continuing to study and experiment in a field where they could at the time be considered avant-garde. in particular all post-war units (about a hundred), came out of the ikl design studio of ulrich gabler who can be considered the father of four generations of after-war years to the seventies.
the first post-war submarines were type 201.
42 meters long and with a diameter of 4.6 had a displacement of 405 tons in dive. made of amagnetic steel denounced, due to the poor experimentation carried out on the material, serious structural problems with the occurrence of microfractures in the resistant hull so that, of the twelve planned boats, only three were realized. to this little lucky series followed the type 205,
this time with magnetic steel hull, longer, with a more powerful propulsion apparatus and, with more modern sensors. measured 43.9 meters in length and 4.6 meters in diameter, the displacement climbed to 500 tons and the propulsion was entrusted to two mercedes-benz v12 diesel 600hp, a bbc generator and an electric motor siemens from 1300hp connected to a 5 blade propeller. the maximum speed was reached in immersion and was equal to 17 knots while on the surface barely 10.from class 205 came the type 206 finally in tested amagnetic steel, type 207 or kobben (for Norwegian), tr1700 (for Argentine).
i type 209
They formed a new subclass family with variable dimensions between 650 and 1500 tons. were realized in 50 units sold to Greek, Turkish, Argentine, Chile, brazil, Peru, Colombia, ecuador, Venezuela, India, Indonesia, South Korean and South Africa, and to demonstrate the goodness of the project of this submarine we remember that san louis, the Argentine submarine that during the war of the falkland attack did not even attack two British enemy units. (follow...)
Last edited:
Exatem
Guest
i type 210 ula (always for Norwegian) measured 59 meters with a diameter of 5.4 and a displacement of 1150 tons. the diesel-electric propulsion consisted of two diesel mtu 16v from 970kw and a shp6000 electric motor and could reach the 23 nodes in immersion. the maximum depth exceeded 200 meters.
all the boats listed were intermediate stages made to finally exceed the limits of the past by designing a radically different and innovative submarine. gabler, born in 1913, had participated in the innovative projects of xxii, xxvi and xvii types as well as studies conducted with the walter propulsion we have already talked about above and below the waves. gabler retired in 1978 from the activity and the project of 212 represented a remarkable design effort since he was born “orphan” of the greatest German expert on the subject of submarines.
Even Italy's defeat, despite the long co-belligerence with allies, heavy sanctions were imposed at the end of the conflict. all the underwater units survived the Second World War had to be destroyed or delivered to the allies. two submarines were assigned to the france, the jade (steel class) and the vortex (fluct class) but were not withdrawn. the nascent Italian military navy, convinced of the need to continue to acquire submarine experiences, thought well to reintegrate the two units. Fortunately, the Italians also tried to devise some cunning that would allow them not to disperse the sacrifice of those who had been sacrificed during the conflict. to circumvent the prohibitions, with the tacit assent of the allies, the boats were framed as “posts for the charge of the batteries” and displaced in taranto where they could continue to train the crews. so the diver, despite the obvious difficulties, managed to survive.
the mistake was made later...
In the 1950s, in fact, the military navy, now on the path of full integration into the Atlantic alliance, received from the United States two submarines class that were renamed “tazzoli” and “da vince”. proven to be excellent means of training, low cost and reliable, it was natural to continue to acquire former U.S. submarines for the next twenty-five years. this logic would have proved to be wrong and ended with determining the rapid decline of Italian underwater technology. when he realized that he tried to run away so the four small “totes” of the 1960s were realized. In the late 1970s, the first two “saur” were followed, with a remarkable technical-economic effort, Italian underwater technology as well as other contemporary European marines.
Then it began to think of a submarine with the most advanced features called “s85” but, not to accumulate a further delay in the modernization of the submarine fleet, while the two saurians were still under construction, it was decided to set two more.
In the meantime we realized that for the former U.S. submarines the moment of radiation came so the third series of sauros was born. some changes were made to the initial project without weighing the costs and extending the construction time. Meanwhile the new submarine in the studio had been renamed “project s90” but the totes had arrived at the end of their career and the s90 still needed a long gestation. for this was decided the construction of the fourth series of sauros.
when in the early 1980s the operational requirements of a new class of submarines began to be assessed by replacing the eight “saur” once they had reached the end of their operational life, they realized how serious the technological delay was compared to what happened in the competing nations and it was found that to fill the gap a huge financial effort would have been necessary. for this reason the project was abandoned s90 whose estimated cost for the first unit, which however would have already exceeded characteristics before entering service, exceeded the thousand billion lire.
In the meantime, germany successfully carried out the design of new underwater units and being able to avail it would have allowed considerable economies in addition to mutual logistic and training assistance.
If we look at the technical aspect, we notice how the eight sauros built between 78 and 95 represented a great leap forward compared to the small totes (whose project was of German origin). they were essentially differentiated by size, for the different internal compartment, for the onboard systems. for their time were projects absolutely online when not even innovative. They adopted a floating-head snorkeling system and a self-pilot controlled by one man. The eight submarines were built in four consecutive series each of which introduced technical and operational improvements.
at the end of the two thousand the four most recent boats (first, hairy, longobard and gazzana), were subjected to “great works” which resulted in the replacement of sonar, the control and control system, the launch of the torpedoes, the radio station and the government system. These modernizations allowed to cope with the commitments resulting from the events of 11 September but in the long term showed how submarines denounced the signs of time. in particular the diesel-electric drive, the absence of acoustic and thermal signal reduction systems, low frequency sonar, and thermal chamber-free periscopes, made them inexorably obsolete to operate with stealth capacity.
Unfortunately, as already mentioned after the design of sauro, the development of our underwater technology was abandoned again by repeating the mistake already committed.
and while other nations such as drought and germany made significant progress in the field of anaerobic propulsion, Italy accumulated a serious technological delay that only recently tried to bridge with the licensed construction of the “u212” of German design.
(follow...)
all the boats listed were intermediate stages made to finally exceed the limits of the past by designing a radically different and innovative submarine. gabler, born in 1913, had participated in the innovative projects of xxii, xxvi and xvii types as well as studies conducted with the walter propulsion we have already talked about above and below the waves. gabler retired in 1978 from the activity and the project of 212 represented a remarkable design effort since he was born “orphan” of the greatest German expert on the subject of submarines.
Even Italy's defeat, despite the long co-belligerence with allies, heavy sanctions were imposed at the end of the conflict. all the underwater units survived the Second World War had to be destroyed or delivered to the allies. two submarines were assigned to the france, the jade (steel class) and the vortex (fluct class) but were not withdrawn. the nascent Italian military navy, convinced of the need to continue to acquire submarine experiences, thought well to reintegrate the two units. Fortunately, the Italians also tried to devise some cunning that would allow them not to disperse the sacrifice of those who had been sacrificed during the conflict. to circumvent the prohibitions, with the tacit assent of the allies, the boats were framed as “posts for the charge of the batteries” and displaced in taranto where they could continue to train the crews. so the diver, despite the obvious difficulties, managed to survive.
the mistake was made later...
In the 1950s, in fact, the military navy, now on the path of full integration into the Atlantic alliance, received from the United States two submarines class that were renamed “tazzoli” and “da vince”. proven to be excellent means of training, low cost and reliable, it was natural to continue to acquire former U.S. submarines for the next twenty-five years. this logic would have proved to be wrong and ended with determining the rapid decline of Italian underwater technology. when he realized that he tried to run away so the four small “totes” of the 1960s were realized. In the late 1970s, the first two “saur” were followed, with a remarkable technical-economic effort, Italian underwater technology as well as other contemporary European marines.
Then it began to think of a submarine with the most advanced features called “s85” but, not to accumulate a further delay in the modernization of the submarine fleet, while the two saurians were still under construction, it was decided to set two more.
In the meantime we realized that for the former U.S. submarines the moment of radiation came so the third series of sauros was born. some changes were made to the initial project without weighing the costs and extending the construction time. Meanwhile the new submarine in the studio had been renamed “project s90” but the totes had arrived at the end of their career and the s90 still needed a long gestation. for this was decided the construction of the fourth series of sauros.
when in the early 1980s the operational requirements of a new class of submarines began to be assessed by replacing the eight “saur” once they had reached the end of their operational life, they realized how serious the technological delay was compared to what happened in the competing nations and it was found that to fill the gap a huge financial effort would have been necessary. for this reason the project was abandoned s90 whose estimated cost for the first unit, which however would have already exceeded characteristics before entering service, exceeded the thousand billion lire.
In the meantime, germany successfully carried out the design of new underwater units and being able to avail it would have allowed considerable economies in addition to mutual logistic and training assistance.
If we look at the technical aspect, we notice how the eight sauros built between 78 and 95 represented a great leap forward compared to the small totes (whose project was of German origin). they were essentially differentiated by size, for the different internal compartment, for the onboard systems. for their time were projects absolutely online when not even innovative. They adopted a floating-head snorkeling system and a self-pilot controlled by one man. The eight submarines were built in four consecutive series each of which introduced technical and operational improvements.
at the end of the two thousand the four most recent boats (first, hairy, longobard and gazzana), were subjected to “great works” which resulted in the replacement of sonar, the control and control system, the launch of the torpedoes, the radio station and the government system. These modernizations allowed to cope with the commitments resulting from the events of 11 September but in the long term showed how submarines denounced the signs of time. in particular the diesel-electric drive, the absence of acoustic and thermal signal reduction systems, low frequency sonar, and thermal chamber-free periscopes, made them inexorably obsolete to operate with stealth capacity.
Unfortunately, as already mentioned after the design of sauro, the development of our underwater technology was abandoned again by repeating the mistake already committed.
and while other nations such as drought and germany made significant progress in the field of anaerobic propulsion, Italy accumulated a serious technological delay that only recently tried to bridge with the licensed construction of the “u212” of German design.
(follow...)
Last edited:
Exatem
Guest
In fact, Germans and Swedes were developing the propulsion ip. the cunning chose the road of the ironling engine and the germany fuel cells. the svezia realized the class “gotland” from 1240 tons while the germany built the class “u212” from 1200 tons.
the s85, then became s90 and that now you could call “s2000”, was a project born when there was still no propulsion ip and therefore “old born”. it was therefore essential to choose a foreign product that filled the technological gap accumulated.
Thus on 22 April 1996 the two marines signed a protocol of understanding called mou (memorandum of understanding) for the production of six boats, two of which for the Italian Navy partly modified to accommodate components produced in Italy.
the commission was entrusted to the fincantieri for 899 million euros and included beyond the cost of two units (320 million each) all logistic support and the construction of an addestrative center equipped with a simulator of new generation. at the end the cost was less than 35% compared to the above s90 project. The agreement also allowed us to build two more units.
the Todaro, first of the class, was built at the muggiano between 99 and 2005 while the entry into service took place on 29 March 2006.
the scirè, second of the series, followed it on 19 February 2007. In the meantime, the Germans, in the kiel yards, realized their four units planned with one year in advance and this allowed us to acquire the experiences from them matured.
the need was to have a submarine with advanced features and modern conception from the innovative air-independent (aip) propulsion system based on fuel-cell siemens: http://www.industry.siemens.com/ver...olutions/pgd/pem_full_cell/pages/default.aspxIt is interesting to see that the technology in question was conceived at the end of the 1800s but found it useful to use only between the end of 1970 and the beginning of 1980 thanks to the research conducted in germany. in reality the general electric had made fuel-cells for gemini and apollo carriers but the power was insufficient to feed a submarine. the 212 have eight fuel cells pem type bzm34 by 34 kw. pems (polymer electrolyte membranes) are fed by liquid oxygen tanks stored at -183° in two double-wall tanks placed in the upper center-poppier area; While hydrogen, in the form of metal sprays, is located in 28 tanks divided into three groups located in the lower area. all these tanks are outside the resistant hull.
(follow...)
the s85, then became s90 and that now you could call “s2000”, was a project born when there was still no propulsion ip and therefore “old born”. it was therefore essential to choose a foreign product that filled the technological gap accumulated.Thus on 22 April 1996 the two marines signed a protocol of understanding called mou (memorandum of understanding) for the production of six boats, two of which for the Italian Navy partly modified to accommodate components produced in Italy.
the commission was entrusted to the fincantieri for 899 million euros and included beyond the cost of two units (320 million each) all logistic support and the construction of an addestrative center equipped with a simulator of new generation. at the end the cost was less than 35% compared to the above s90 project. The agreement also allowed us to build two more units.
the Todaro, first of the class, was built at the muggiano between 99 and 2005 while the entry into service took place on 29 March 2006.
the scirè, second of the series, followed it on 19 February 2007. In the meantime, the Germans, in the kiel yards, realized their four units planned with one year in advance and this allowed us to acquire the experiences from them matured.
the need was to have a submarine with advanced features and modern conception from the innovative air-independent (aip) propulsion system based on fuel-cell siemens: http://www.industry.siemens.com/ver...olutions/pgd/pem_full_cell/pages/default.aspxIt is interesting to see that the technology in question was conceived at the end of the 1800s but found it useful to use only between the end of 1970 and the beginning of 1980 thanks to the research conducted in germany. in reality the general electric had made fuel-cells for gemini and apollo carriers but the power was insufficient to feed a submarine. the 212 have eight fuel cells pem type bzm34 by 34 kw. pems (polymer electrolyte membranes) are fed by liquid oxygen tanks stored at -183° in two double-wall tanks placed in the upper center-poppier area; While hydrogen, in the form of metal sprays, is located in 28 tanks divided into three groups located in the lower area. all these tanks are outside the resistant hull.
(follow...)Exatem
Guest
After this long but necessary premise we can begin our visit so, we descend into the boat through the egret of prora, a “tubo” that descends vertically from the blanket inside the hard hull. already positioning on the first step of the vertical ladder is not very simple but... when ever a submarine was called “comfort”?
212 are no exception although as we will see from previous achievements considerable progress has been made.
before going down however we analyze the conformation of the hull.
often speaking and willingly of submarines and submarines, we defined as the universally adopted shape for the resistant hull, is a cylinder closed at the ends by two semi-spherical shells. in this case there is a variant. the resistant hull is formed in fact, from two cylinders of different diameter connected between them by a trunk-conical section two meters long; the prodier body of the diameter of 7 meters is single hull; the poppiero body of 5.68 meters, is double hull for the existence of a light hull that envelops it, in synthetic materials and containing the oxygen and hydrogen containers necessary for the a.i.p. system; the ends of the resistant hull are closed by two lower spherical shells. the resistant hull has no stagne bulkheads, only the local am is enclosed by two wallpapers having exclusive flame-cut function.
the initial project took advantage of the cold war period in which the born submarines had to compare with the means of the varsavia pact for which they denounce a low global score. the boats are designed to reduce the noise produced by the propeller and the auxiliary devices on board as well as for a low thermal and magnetic marking. the amagnetic hull guarantees similar magnetic marking values, if not even lower, to those of wooden ships or fiberglass. is made of stainless steel type 1.3964 amox, very expensive and mechanical characteristics lower than conventional quality steels but which has the great advantage of being amagnetic. this natural dowry was then increased with the adoption of an apparatus of “degaussing”. the Italian navy also wanted to have increased the operational depths and this has resulted in an increase of the thicknesses (and therefore of the costs) and although the maximum quota reached is a confidential data, it is assumed that it is "notable".
with a length of 57 meters and a maximum diameter of 7, the type 212 are quite rough and therefore in theory, not particularly handy.
In fact their slenderness ratio is 8,2:1 while it should be greater than 8:1 to obtain good manoeuvrability qualities. but what appears as a rule, is denied by some technical solutions such as in particular the adoption of x-rays whose operation is independent allowing the maneuver even with only one of the 4 working. another advantage is that this conformation allows the boat to easily rest on the bottom without appendices that are exposed by the maximum encumbrance.
The hull design is however optimized to reduce hydrodynamic resistance and noise generation. the sail for example, that I remember to be the covering of the turret, although of large size, it fits perfectly to the hull and, in addition to the usual forest of trees and antennas, also contains a room stagna for the operators of the special forces. in the lateral zones are the discharges of the thermal motor and the two depths. the sail is covered with absorbent radar material as well as lifts of antennas and sensors.
(follow...)
212 are no exception although as we will see from previous achievements considerable progress has been made.before going down however we analyze the conformation of the hull.
often speaking and willingly of submarines and submarines, we defined as the universally adopted shape for the resistant hull, is a cylinder closed at the ends by two semi-spherical shells. in this case there is a variant. the resistant hull is formed in fact, from two cylinders of different diameter connected between them by a trunk-conical section two meters long; the prodier body of the diameter of 7 meters is single hull; the poppiero body of 5.68 meters, is double hull for the existence of a light hull that envelops it, in synthetic materials and containing the oxygen and hydrogen containers necessary for the a.i.p. system; the ends of the resistant hull are closed by two lower spherical shells. the resistant hull has no stagne bulkheads, only the local am is enclosed by two wallpapers having exclusive flame-cut function.
the initial project took advantage of the cold war period in which the born submarines had to compare with the means of the varsavia pact for which they denounce a low global score. the boats are designed to reduce the noise produced by the propeller and the auxiliary devices on board as well as for a low thermal and magnetic marking. the amagnetic hull guarantees similar magnetic marking values, if not even lower, to those of wooden ships or fiberglass. is made of stainless steel type 1.3964 amox, very expensive and mechanical characteristics lower than conventional quality steels but which has the great advantage of being amagnetic. this natural dowry was then increased with the adoption of an apparatus of “degaussing”. the Italian navy also wanted to have increased the operational depths and this has resulted in an increase of the thicknesses (and therefore of the costs) and although the maximum quota reached is a confidential data, it is assumed that it is "notable".with a length of 57 meters and a maximum diameter of 7, the type 212 are quite rough and therefore in theory, not particularly handy.
In fact their slenderness ratio is 8,2:1 while it should be greater than 8:1 to obtain good manoeuvrability qualities. but what appears as a rule, is denied by some technical solutions such as in particular the adoption of x-rays whose operation is independent allowing the maneuver even with only one of the 4 working. another advantage is that this conformation allows the boat to easily rest on the bottom without appendices that are exposed by the maximum encumbrance.
The hull design is however optimized to reduce hydrodynamic resistance and noise generation. the sail for example, that I remember to be the covering of the turret, although of large size, it fits perfectly to the hull and, in addition to the usual forest of trees and antennas, also contains a room stagna for the operators of the special forces. in the lateral zones are the discharges of the thermal motor and the two depths. the sail is covered with absorbent radar material as well as lifts of antennas and sensors.
(follow...)Exatem
Guest
Let's start visiting the launch room. 6 hdw 533mm launch tubes are arranged on two horizontal rows and use a dual water piston German design launch system that allows to expel the torpedo at a safety distance of a few tens of meters before the ignition of the weapon engine. In addition to ensuring greater safety, the system causes a certain uncertainty about the actual position of the boat in case of acquisition by enemy sensors. simply it function with a hydraulic piston that pushes water through a distribution chamber to the launch tube so that this, silently, makes the torpedo out at a predetermined speed. heavy torpedoes wass a.184 or black sharks, are boarded through rails through doors obtained on the front dorsal part and are inserted in the tubes thanks to a charger to "revolver". mines or missiles can also be shipped to change the environment.
the same place, improperly defined launch room, houses on two bridges the accommodation of the crew and a common hygiene service. compared to the past all men have their own brandy while other tipping brands are available for “hosts”. also the personal shanks and lockers are wide and rationally inserted in the hull.
in the third lower deck are the hawker varta batteries with 450 elements, these are reduced “double decker” lead batteries.
going to the stern is the dressing room of the commander, essential but functional, with his reserved hygiene service, while on the opposite side there is the communications center, a reserved area. so you enter the cyc we will talk about shortly.
first we descend to the lower bridge where the square is located; available to all crew and well equipped with TV, stereo, dvd, play station, etc., and the small but functional kitchen with its deposits and the compactor of waste.
back to the upper bridge and here we are in the cic (combat information centre).
This is the heart and brain of the submarine. is spacious and welcoming. there are the consoles of the terminals of the sensors built “following” the internal forms of the hull, the systems of communication and navigation, the radar, the tactical table/navigation. three consoles are reserved to sleep operators. then the blocking of the two control stations of the platform and the electronic war station, which avails of the esm system able to provide a complete picture of the situation, to follow the integrated console of maneuver of the timones. at the center the two periscopes, one of attack and one of discovery; are of the zeiss optronik type sero 14 and 15, equipped with high resolution thermal chamber and optical telemeter. the attack periscope also has a laser telemeter and images taken from the cameras can be recorded or photographed. Just touch a button and the image can be transformed into a track to be entrusted to the integrated control and control weapons control system, the bcwsc msi90u (basic fight & weapons control system) realized by the Norwegian kongsberg defence as that proposes the automatic classification of the target, the evaluation of the threat and the data necessary to the launch center. the submarine has a dbqs-40 sound apparatus of the stn atlas elektronik, flank-array, towed-array, asm interceptor, own noise detection system.
summing up we have:
integrated acoustic system: stn atlas elektronik mod. dbqs-40
- communications system:
- esm system: eads/thales fl 1800u dasa
- combat system: kda msi-90u of Norwegian kongsberg defence
- integrated navigation system of the German hagenuk marinekomnlunikation
- tau anti-siluri system, with four launchers and 40 jammers/decoy
- navigation system: radar elna hughes in band i
- periscope zeiss eltro optronik sero 14 with infrared vision and optical telemetry;
- periscope zeiss eltro optronik sero 15 to laser telemetry;
when all posts are occupied in the cyc are fourteen people more the commander but for normal operations of conduct eight operators are sufficient. from here you control all hydraulic, electrical and propulsion systems as well as the management of zavorra and trim cases. the 212 have 5 ballasts: 2 aft (n° 1 and 2), and 3 aft (n° 3, 4 and 5). there are then 4 cashiers and two crates thirsty. the push reserve is about 200 tons.
(follows...) )
the same place, improperly defined launch room, houses on two bridges the accommodation of the crew and a common hygiene service. compared to the past all men have their own brandy while other tipping brands are available for “hosts”. also the personal shanks and lockers are wide and rationally inserted in the hull.
in the third lower deck are the hawker varta batteries with 450 elements, these are reduced “double decker” lead batteries.
going to the stern is the dressing room of the commander, essential but functional, with his reserved hygiene service, while on the opposite side there is the communications center, a reserved area. so you enter the cyc we will talk about shortly.
first we descend to the lower bridge where the square is located; available to all crew and well equipped with TV, stereo, dvd, play station, etc., and the small but functional kitchen with its deposits and the compactor of waste.
back to the upper bridge and here we are in the cic (combat information centre).
This is the heart and brain of the submarine. is spacious and welcoming. there are the consoles of the terminals of the sensors built “following” the internal forms of the hull, the systems of communication and navigation, the radar, the tactical table/navigation. three consoles are reserved to sleep operators. then the blocking of the two control stations of the platform and the electronic war station, which avails of the esm system able to provide a complete picture of the situation, to follow the integrated console of maneuver of the timones. at the center the two periscopes, one of attack and one of discovery; are of the zeiss optronik type sero 14 and 15, equipped with high resolution thermal chamber and optical telemeter. the attack periscope also has a laser telemeter and images taken from the cameras can be recorded or photographed. Just touch a button and the image can be transformed into a track to be entrusted to the integrated control and control weapons control system, the bcwsc msi90u (basic fight & weapons control system) realized by the Norwegian kongsberg defence as that proposes the automatic classification of the target, the evaluation of the threat and the data necessary to the launch center. the submarine has a dbqs-40 sound apparatus of the stn atlas elektronik, flank-array, towed-array, asm interceptor, own noise detection system.summing up we have:
integrated acoustic system: stn atlas elektronik mod. dbqs-40
- communications system:
- esm system: eads/thales fl 1800u dasa
- combat system: kda msi-90u of Norwegian kongsberg defence
- integrated navigation system of the German hagenuk marinekomnlunikation
- tau anti-siluri system, with four launchers and 40 jammers/decoy
- navigation system: radar elna hughes in band i
- periscope zeiss eltro optronik sero 14 with infrared vision and optical telemetry;
- periscope zeiss eltro optronik sero 15 to laser telemetry;
when all posts are occupied in the cyc are fourteen people more the commander but for normal operations of conduct eight operators are sufficient. from here you control all hydraulic, electrical and propulsion systems as well as the management of zavorra and trim cases. the 212 have 5 ballasts: 2 aft (n° 1 and 2), and 3 aft (n° 3, 4 and 5). there are then 4 cashiers and two crates thirsty. the push reserve is about 200 tons.(follows...) )
Exatem
Guest
We leave the cyc and descend to the lower deck where we find the main electric room and the pems of the system aip where we pause for a moment.
The fuel cells, thanks to the three main components, anod, cathode and electrolyte, perform an electrochemical transformation.
hydrogen in contact with the pem is separated into protons and electrons, but while the first can pass through the membrane to reach the cathode, the electrons are forced to transit through an external circuit. when they also reach the cathode they have production of electricity, without the slightest noise and, with the production of a refusal that is distilled water collected in a special tank.
the residual gases are entered into the atmosphere of the boat thus recovering oxygen while excess hydrogen is burned by appropriate apparatuses. the heat produced by the reaction is used to bring hydrogen and oxygen to the gaseous state. pems are cooled by a distilled water circuit and a sea water heater and have an operating temperature of 80°.
the pems are 9 of which 8 operating and one reserve, contained in a pond module in overpressure, weigh each 650 kg. the voltage delivered is 50 – 55 volts.
making oxygen and hydrogen supply is a difficult and delicate operation that requires a specially dedicated pumping station. to make the “full” can take even 3 days but in practice you only make the rebound from the missions. the pumping station is installed in a 20-foot container.
We go up to the upper bridge and access through the reduction cone trunk, to the diesel generator room (however present), consisting of a diesel-generator group mtu / piller of 3,12 mw and the electric motor.
the cells (or the batteries) in fact feed an electric motor to double induced siemens permasyn working to 300-560 v. albeit with a considerable diameter, 4.16 meters, the motor is very short, 1.6 meters, and is also quite light regarding a conventional motor to continuous current weighing about 28 tons. Sea water cooled, has a power of 1.7 mw at 120 rpm and is made of amagnetic materials (excluding the heart of the stator and permanent magnets).
Considered the low number of laps, the six-wheel propeller (or seven) is directly cast to the engine and is characterized by a very sophisticated design and reduced acoustic emissions (a Russian submarine type kilo first series has the propeller that rotates 500 turns) chosen after comparison of 4 different configurations.
the spherical cap closes the poppiera area with the crossings of the axis of the propeller and the commands of the timoni.
(follow...)
The fuel cells, thanks to the three main components, anod, cathode and electrolyte, perform an electrochemical transformation.
hydrogen in contact with the pem is separated into protons and electrons, but while the first can pass through the membrane to reach the cathode, the electrons are forced to transit through an external circuit. when they also reach the cathode they have production of electricity, without the slightest noise and, with the production of a refusal that is distilled water collected in a special tank.
the residual gases are entered into the atmosphere of the boat thus recovering oxygen while excess hydrogen is burned by appropriate apparatuses. the heat produced by the reaction is used to bring hydrogen and oxygen to the gaseous state. pems are cooled by a distilled water circuit and a sea water heater and have an operating temperature of 80°.
the pems are 9 of which 8 operating and one reserve, contained in a pond module in overpressure, weigh each 650 kg. the voltage delivered is 50 – 55 volts.
making oxygen and hydrogen supply is a difficult and delicate operation that requires a specially dedicated pumping station. to make the “full” can take even 3 days but in practice you only make the rebound from the missions. the pumping station is installed in a 20-foot container.
We go up to the upper bridge and access through the reduction cone trunk, to the diesel generator room (however present), consisting of a diesel-generator group mtu / piller of 3,12 mw and the electric motor.
the cells (or the batteries) in fact feed an electric motor to double induced siemens permasyn working to 300-560 v. albeit with a considerable diameter, 4.16 meters, the motor is very short, 1.6 meters, and is also quite light regarding a conventional motor to continuous current weighing about 28 tons. Sea water cooled, has a power of 1.7 mw at 120 rpm and is made of amagnetic materials (excluding the heart of the stator and permanent magnets).
Considered the low number of laps, the six-wheel propeller (or seven) is directly cast to the engine and is characterized by a very sophisticated design and reduced acoustic emissions (a Russian submarine type kilo first series has the propeller that rotates 500 turns) chosen after comparison of 4 different configurations.
the spherical cap closes the poppiera area with the crossings of the axis of the propeller and the commands of the timoni.
(follow...)