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Submarine hull
A submarine hull has two major components, the superstructure and the pressure hull. The external portion of a submarine’s hull—that part that does not resist sea pressure and is free-flooding—is known as the “superstructure” in American submarine terminology and the “casing” in British submarine terminology. It is sometimes also referred to as the “light hull” or other descriptive terms.
The superstructure of a submarine is the outer non-watertight, “free-flooding” hull which provides a hydrodynamically efficient shape. The pressure hull is the inner hull of a submarine that resists sea pressure and maintains the submarine’s structural integrity at (operating) depth.
Modern submarines are usually cigar-shaped. This design, already visible on very early submarines, is called a "teardrop hull". It is structurally efficient for withstanding external pressure, and significantly reduces the hydrodynamic drag on the sub when submerged, but decreases the sea-keeping capabilities and increases drag while surfaced.
The concept of an outer hydrodynamically streamlined superstructure separated from the inner pressure hull was first introduced in the early pioneering submarine Ictineo I designed by the Spanish inventor Narcís Monturiol in 1859. However, when military submarines entered service in the early 1900s, the limitations of their propulsion systems required operating surfaced most of the time; their hull designs were a compromise, with the outer hull resembling that of a surface ship, which allowed for good surface navigation, and a more streamlined superstructure which helped minimize drag under water. The submerged speed of a WW II submarine was low—usually below 10 knots (19 km/h), so drag caused by the ship-like superstructure, or outer hull, was not effectively decreased until later, when the teardrop-shaped hull became standard. [citation needed] Only late in World War II, when improved submarine technology made longer submerged periods possible, and airborne RADAR greatly increased the likelihood of surfaced submarines’ detection, made it necessary for submarines to spend much more time submerged, were teardrop hull designs again considered and later adopted, with the purpose of reducing drag and decreasing noise. Teardrop-shaped submarine hulls also made increased submerged speed possible but the teardrop-shaped hull did not become standard until the 1950’s, long after the Cold War began. At the same time, a number of major advances in submarine technology were developed and implemented. USS Albacore (AGSS-569) was a unique research submarine that pioneered the American version of the teardrop-shaped hull (sometimes referred to as an "Albacore hull") of modern submarines. On some modern military submarines the outer hull (and sometimes also the propeller) is covered with a thick layer of special sound-absorbing rubber, or anechoic plating, to make the submarine more difficult to detect by active and passive sonar.[citation needed]
All small modern submarines and submersibles, as well as the oldest ones, contain a single hull.[citation needed] However, for large submarines, the approaches have separated. All Soviet heavy submarines are built with a double hull structure, but American submarines usually are single-hulled. They still have light hull sections in bow and stern, which house main ballast tanks and provide hydrodynamically optimized shape, but the main, usually cylindrical, hull section has only a single plating layer.
The double hull of a submarine is different from a ship's double hull. The external hull, which actually forms the shape of submarine, is called the outer hull, casing or light hull. It defines the hydrodynamic performance of submarine, which affects the amount of power required to drive the vessel through the water. This term is especially appropriate for Russian submarine construction, where the light hull is usually made of thin steel plate, as it has the same pressure on both sides. The light hull can be used to mount equipment, which if attached directly to the pressure hull could cause unnecessary stress. The double hull approach also saves space inside the pressure hull, as the ring stiffeners and longitudinals can be located between the hulls. These measures help minimise the size of the pressure hull, which is much heavier than the light hull. Also, in case the submarine is damaged, the light hull takes some of the damage and does not compromise the vessel's integrity, as long as the pressure hull is intact.
Inside the outer hull there is a strong hull, or pressure hull, which withstands the outside pressure and has normal atmospheric pressure inside. The pressure hull is generally constructed of thick high-strength steel with a complex stiffening structure and high strength reserve, and is divided by watertight bulkheads into several compartments. The pressure and light hulls are separated by a gap in which numerous steel structural elements connect the light hull and pressure hull and form a three-dimensional structure which provides increased strength and buckling stability. The interhull space is used for some of the equipment which can tolerate the high external pressure at maximum depth and exposure to the water. This equipment significantly differs between submarines, and generally includes various water and air tanks. In a single-hull submarine, the light hull is discontinuous and exists mainly at the bow and stern.
Pressure hulls have a circular cross section as any other shape would be substantially weaker. The construction of a pressure hull requires a high degree of precision. This is true irrespective of its size. Even a one-inch (25 mm) deviation from cross-sectional roundness results in over 30 percent decrease of hydrostatic load capacity. Minor deviations are resisted by the stiffener rings, and the total pressure force of several million longitudinally-oriented tons must be distributed evenly over the hull by using a hull with a circular cross section.[clarification needed] This design is the most resistant to compressive stress and without it no material could resist water pressure at submarine depths. A submarine hull requires expensive transverse framing construction, with ring frames closely spaced to stiffen against buckling instability. No hull parts may contain defects, and all welded joints are checked several times using different methods.
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Submarine hull AI simulator
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Submarine hull
A submarine hull has two major components, the superstructure and the pressure hull. The external portion of a submarine’s hull—that part that does not resist sea pressure and is free-flooding—is known as the “superstructure” in American submarine terminology and the “casing” in British submarine terminology. It is sometimes also referred to as the “light hull” or other descriptive terms.
The superstructure of a submarine is the outer non-watertight, “free-flooding” hull which provides a hydrodynamically efficient shape. The pressure hull is the inner hull of a submarine that resists sea pressure and maintains the submarine’s structural integrity at (operating) depth.
Modern submarines are usually cigar-shaped. This design, already visible on very early submarines, is called a "teardrop hull". It is structurally efficient for withstanding external pressure, and significantly reduces the hydrodynamic drag on the sub when submerged, but decreases the sea-keeping capabilities and increases drag while surfaced.
The concept of an outer hydrodynamically streamlined superstructure separated from the inner pressure hull was first introduced in the early pioneering submarine Ictineo I designed by the Spanish inventor Narcís Monturiol in 1859. However, when military submarines entered service in the early 1900s, the limitations of their propulsion systems required operating surfaced most of the time; their hull designs were a compromise, with the outer hull resembling that of a surface ship, which allowed for good surface navigation, and a more streamlined superstructure which helped minimize drag under water. The submerged speed of a WW II submarine was low—usually below 10 knots (19 km/h), so drag caused by the ship-like superstructure, or outer hull, was not effectively decreased until later, when the teardrop-shaped hull became standard. [citation needed] Only late in World War II, when improved submarine technology made longer submerged periods possible, and airborne RADAR greatly increased the likelihood of surfaced submarines’ detection, made it necessary for submarines to spend much more time submerged, were teardrop hull designs again considered and later adopted, with the purpose of reducing drag and decreasing noise. Teardrop-shaped submarine hulls also made increased submerged speed possible but the teardrop-shaped hull did not become standard until the 1950’s, long after the Cold War began. At the same time, a number of major advances in submarine technology were developed and implemented. USS Albacore (AGSS-569) was a unique research submarine that pioneered the American version of the teardrop-shaped hull (sometimes referred to as an "Albacore hull") of modern submarines. On some modern military submarines the outer hull (and sometimes also the propeller) is covered with a thick layer of special sound-absorbing rubber, or anechoic plating, to make the submarine more difficult to detect by active and passive sonar.[citation needed]
All small modern submarines and submersibles, as well as the oldest ones, contain a single hull.[citation needed] However, for large submarines, the approaches have separated. All Soviet heavy submarines are built with a double hull structure, but American submarines usually are single-hulled. They still have light hull sections in bow and stern, which house main ballast tanks and provide hydrodynamically optimized shape, but the main, usually cylindrical, hull section has only a single plating layer.
The double hull of a submarine is different from a ship's double hull. The external hull, which actually forms the shape of submarine, is called the outer hull, casing or light hull. It defines the hydrodynamic performance of submarine, which affects the amount of power required to drive the vessel through the water. This term is especially appropriate for Russian submarine construction, where the light hull is usually made of thin steel plate, as it has the same pressure on both sides. The light hull can be used to mount equipment, which if attached directly to the pressure hull could cause unnecessary stress. The double hull approach also saves space inside the pressure hull, as the ring stiffeners and longitudinals can be located between the hulls. These measures help minimise the size of the pressure hull, which is much heavier than the light hull. Also, in case the submarine is damaged, the light hull takes some of the damage and does not compromise the vessel's integrity, as long as the pressure hull is intact.
Inside the outer hull there is a strong hull, or pressure hull, which withstands the outside pressure and has normal atmospheric pressure inside. The pressure hull is generally constructed of thick high-strength steel with a complex stiffening structure and high strength reserve, and is divided by watertight bulkheads into several compartments. The pressure and light hulls are separated by a gap in which numerous steel structural elements connect the light hull and pressure hull and form a three-dimensional structure which provides increased strength and buckling stability. The interhull space is used for some of the equipment which can tolerate the high external pressure at maximum depth and exposure to the water. This equipment significantly differs between submarines, and generally includes various water and air tanks. In a single-hull submarine, the light hull is discontinuous and exists mainly at the bow and stern.
Pressure hulls have a circular cross section as any other shape would be substantially weaker. The construction of a pressure hull requires a high degree of precision. This is true irrespective of its size. Even a one-inch (25 mm) deviation from cross-sectional roundness results in over 30 percent decrease of hydrostatic load capacity. Minor deviations are resisted by the stiffener rings, and the total pressure force of several million longitudinally-oriented tons must be distributed evenly over the hull by using a hull with a circular cross section.[clarification needed] This design is the most resistant to compressive stress and without it no material could resist water pressure at submarine depths. A submarine hull requires expensive transverse framing construction, with ring frames closely spaced to stiffen against buckling instability. No hull parts may contain defects, and all welded joints are checked several times using different methods.