Submarines with a single diesel engine. Little-known cases in the history of the submarine fleet What is an RDP submarine

I came across an interesting article devoted to curious cases in the history of the submarine. Curiosities - both comic and tragic happened in different times with submariners different countries.

GERMANS:

"Dive under the camel!"

It happened during the First World War. An Arab sheikh, an ally of Germany in the war, as a token of gratitude for the fact that the Germans delivered him money and weapons by submarine, decided to make a royal gift to Kaiser Wilhelm II. And he chose the most valuable thing he had - a white camel, handing it over to the commander of the submarine. The commander did not dare to refuse to accept this gift - this would mean inflicting the greatest insult on the donor. Cursing to themselves, the German submariners brought the animal to the submarine and tied it to a gun on the deck.

In the Mediterranean, the submarine was attacked by British aircraft. The submarine could not hide from them at a depth - the sheikh's double-humped gift would sink. But the sailors also wanted to live. And then the boat commander made a Solomonic decision, ordering the boatswain "Dive under the camel!" This meant that the boatswain, standing on the rudders, had to sink the submarine up to the camel's head, and when the planes flew away, float to the surface, releasing the animal distraught with fear from the water. So they walked along the sea, periodically plunging “under the camel”, then surfacing ...

Submarine drowned ... car

Again, during the First World War, this curiously tragic incident also happened. The German submarine "U-28" on the surface launched a torpedo attack on the English steamer "Olive Blanche", which was transporting ammunition and trucks. The torpedo hit the target. There was a powerful explosion. However, the submariners did not have time to celebrate the victory: one of the vehicles, thrown into the air by a blast wave, hit the submarine directly. The submarine immediately sank.

YANKEE

I took the commander literally

July 11, 1910 the American submarine "C-4", practicing learning task, went on the attack on the Kastein floating base stationed in the roadstead. The idea of ​​this attack was to pass the submarine under the bottom of the ship. The commander of the boat, setting the task, said about this to the foreman-helmsman, who was standing at the periscope: "We must" cut "the floating base in half." And the helmsman exactly carried out the order of the commander: soon there was a blow, and the periscope of the submarine, tearing the skin with a crack, stuck into the bottom of the floating base, making a large hole in it. The foreman understood the commander literally. What the commander said to him after the accident, literally and figuratively, we can only guess ...

Killed by own torpedo

On October 24, 1944, the USS Teng, while on the surface, discovered and attacked Japanese transport. However, although the torpedo fired by the boat hit the target, it did not sink the ship, and it continued to stay afloat. "Tang" launched a second torpedo, which suddenly evaded to the left and began to circulate, i.e. back to the submarine. From the Tenga's bridge they saw this on the trail of air bubbles from the torpedo engine, but they did not manage to dodge it. The result is sad: the submarine was hit by its own torpedo and, having exploded, sank. And those of the submariners who managed to survive were captured by the Japanese.

The above case is not isolated. On May 21, 1968, while returning from combat duty in the Atlantic, the US Navy nuclear submarine Scorpio (99 crew members) disappeared without a trace. Her search was fruitless. And only a few years ago it became known that the Scorpion became a victim of its own torpedo. For an unknown reason, on one of the torpedoes with a non-nuclear warhead, the mechanism for bringing the torpedo into a firing position suddenly worked, which threatened to explode the submarine. The commander, in order to prevent a catastrophe, decided to urgently get rid of the rebellious torpedo and ordered it to be launched. However, released into the Atlantic, the torpedo began to scour in search of a target, until the Scorpion itself appeared in the sight of its homing warhead ...

By the way, the Americans also had such a curiously sad case when a ballistic missile launched from it crashed onto their nuclear submarine "Patrick Henry".

RUSSIAN
A collector of jokes about the Soviet submarine, a retired submarine officer A. Pokrovsky, testified about the following incident that happened in one of the campaigns. The commander of our nuclear submarine was ordered to photograph a US Navy frigate in the Mediterranean Sea, for which they were given a camera with a huge lens. And so, having somehow surfaced on the surface, the submariners discovered an American ship, which, in turn, seeing the surfaced submarine, rushed at full speed towards it. It was impossible to miss such a favorable moment, and the commander, for better view, decided to personally perch on the RDP. RDP is such a huge retractable pipe on the wheelhouse of a boat for air intake, the upper part of which is crowned with a float-cover.

Sitting on this float with a camera on his bare torso (it was very hot), the commander ordered to raise the RDP. Soaring over the sea like an eagle, he clicked the adversary's frigate several times and gave the command to lower it down. But then, as it often happens in our fleet, there was an overlay: the RDP stuck, and the damn pipe did not want to go down. The Americans, in turn, having filmed the strange Russians, had long gone home, and the submarine commander was still sticking out above the water on the float of the RDP and winged obscenities to the entire Mediterranean of his slobs subordinates with the first mate at the head ...

And the next day the Italian newspapers published close-up photograph: a Soviet submarine that surfaced with the RDP raised, on which its half-naked commander sits with a camera equipped with an unusually large lens. Nearby is another photograph, where his physiognomy, screaming something, was large-scaled. The caption for the pictures was laconic: "Oh, those incomprehensible Russians."

As for our pictures of the American frigate, they again had bad luck: in a hurry, they forgot to load the camera with film ...

It happens that boats also float

In the mid 50s. During the exercises of the Pacific Fleet in Peter the Great Bay, the following incident occurred. Crew torpedo boat(wooden, American built) felt that their ship suddenly began to break away from the water and rise into the air. No, it was not the powerful hand of Uncle Chernomor. This imprudently surfaced a submarine of the "Leninets" type, raising boatmen on itself. The boat immediately began to fall apart, but its frightened crew successfully "landed" on the deck of the submarine.

A similar case took place in the early 80s in Kamchatka. When surfacing, the nuclear submarine of the Pacific Fleet tried to inadvertently lift patrol ship, however, he eventually slid off the deck of the nuclear-powered ship into his native sea element.

K-429
There were "unfortunate" boats in the Soviet fleet, the same K-19, for example, but firstly it was the first in a series, and secondly, accidents on it occurred mainly due to equipment failures. But the K-429 was not lucky in this respect, its own crew drowned an absolutely serviceable boat. In 1983, she was drowned as a result of diving with open system ventilation through which water began to flow into the compartments. And when the order was received to blow out the ballast in order to emerge urgently, the operator, instead of closing the ventilation valves, closed the kingstones and, as a result, the air that was supposed to displace the ballast water was bled in vain.
Then, as a result of the accident on the submarine, 16 people died.
At a meeting of the leadership of the Northern Fleet in 1983, Admiral V.N. ".
But that's not all. A few months later, the boat was raised and towed to Shipyard for repair. During the repair there, she was accidentally drowned again, right at the wall of the plant. Then they raised it again, converted it into a training station and put it on a joke, apparently out of harm's way ...

Design history

A distant prototype of project 613 was project 608, the development of which TsKB-18 began back in 1942. However, in 1944, the German submarine U-250 (VII series) was raised, which had TTD close to the boat pr.608. In this regard, the People's Commissar of the Navy N.G. Kuznetsov decided to stop work on project 608, until the study of U-250.

In 1945, almost all types of German boats became the trophy of the Soviet army, both the ships themselves and the working drawings. Soviet specialists got the opportunity to observe the completion of German submarines in the Soviet zone of occupation. Of particular interest were the latest boats of the XXI series. According to American experts, in May 1945, the allied anti-submarine forces could not effectively deal with the German boats of the XXI series. Several boats of the XXI series were in the ranks of the Soviet Navy until the early 60s. Acquaintance with this boat had a great influence on the design of medium and large Soviet submarines.

In early January 1946, the Commander-in-Chief of the Navy approved the TTZ for the medium submarine pr.613. As a result of preliminary studies, it was decided to increase the speed, cruising range and displacement of the boat. In August 1946, TsKB-18 received a new TTZ for the development of project 613. TsKB-18 developed preliminary design, which was approved by the Decree of the Council of Ministers of 20.10.1947.

In the middle of 1947, TsKB-18 began to develop the technical project 613 and completed it by November 7, 1947. The technical design was approved by Resolution CM No. 3110-1258 of August 15, 1948.

boat hull

Rugged housing in the area of ​​​​the battery compartments, it was formed from two conjugated cylinders, forming a vertical "eight", in which the diameter of the lower cylinder was larger than the diameter of the upper one. At the same time, the relative weight of the hull as a whole turned out to be less than that of other known submarine hull designs. The hull of the boat was all-welded. For the manufacture of the hull, it was planned to use weldable alloy steels of the SHL-4 or MS-1 grades, with a yield strength of at least 40 kgf / cm2. Such steels were used for the needs of submarine shipbuilding for the first time. They were made on the instructions of TsKB-18 by the enterprises of the Ministry of Ferrous Metallurgy.

The strong hull of the submarine was divided into seven compartments, of which three compartments - the bow, the central post and the stern, were shelter compartments and were separated from adjacent compartments by strong spherical bulkheads designed for 10 kgf / cm2 from the concavity side. The remaining watertight flat bulkheads between the compartments were designed for a pressure of 1 kgf / cm2.

10 ballast tanks were placed in the light submarine hull. The unsinkability of the submarine in the surface position was ensured when any compartment of the pressure hull with two adjoining main ballast tanks from one side was flooded, with a full supply of fuel.

The fuel supply was placed in three tanks inside the pressure hull (56 tons) and in four tanks located in the double-board space (59 tons). At the same time, unlike pre-war submarines, where part of the fuel was taken into fuel and ballast tanks for reloading (enhanced fuel supply), on the Project 613 submarine, the entire fuel supply was included in the normal load of the boat.

The frames of the strong hull were made of an asymmetrical stripe bulb. This profile was specially designed for underwater shipbuilding - its cross-sectional shape was such that it provided the necessary ratios between the cross-sectional area and the moment of inertia for the conditions of project 613, and the wall thickness was well combined with the thickness of the hull plating. project 613 were cast, and then they began to be made stamp-welded. At the same time, the roofs of strong fellings, which were previously made as cast ones, began to be made with stamp-welded roofs. Unlike the design of spherical bulkheads of pre-war submarines, the support rings of Project 613 bulkheads were not riveted to the pressure hull, but welded. Durable tanks in design did not differ significantly from the scheme adopted on pre-war submarines.

The architecture and design of the ends, compared with the pre-war submarines, in the project 613 had significant differences. For the nasal tip, these differences were associated with the development of hydroacoustics. An increase in the number of installed instruments and an increase in the dimensions of the antennas of hydroacoustic systems, as well as the requirement for good visibility, led to the development of the bow along the length of the boat and the appearance of a special stainless steel fairing. On the first post-war submarines, at first there was a buoyancy tank in the bow. Subsequently, when the artillery armament was removed, these tanks were liquidated. The change in the design of the aft end was associated with the appearance on post-war boats and, in particular, on project 613, horizontal stabilizers, which are an organic part of the new aft complex.

In connection with the use in post-war submarine shipbuilding of new hull designs, new steels with improved mechanical properties and new technology hulls with the use of automatic welding, in 1951-1952 on the Black Sea, full-scale and large-scale compartments of a number of submarine projects with samples of explosion-resistant outboard reinforcement installed on them, including the full-scale "eight »project 613 compartment, manufactured by plant No. 444 in Nikolaev, and two full-scale compartments of project 615. Tests have shown that the designs of the hulls of new projects ensure their explosion resistance at the maximum immersion depth and that the hull material (SHL-4 steel) does not show a tendency to brittle fracture.

The results of all theoretical and experimental studies of the explosion resistance and shaking of submarines were subsequently checked again, confirmed and partially corrected according to the data of full-scale tests of the S-45 submarine pr.613 in 1958-1959 on Lake Ladoga.

Power plant

The power plant of the submarine consisted of;

Two two-stroke diesel engines 37D of the Kolomna plant, with a capacity of 2000 hp each. each, at 500 rpm, six-cylinder, compressorless, simple action with straight-valve purge from two rotary blowers mounted on a diesel engine;

Two main propulsion motors of the PG-101 type, double-anchor, with a power of 1350 hp each. each at 420 rpm. Unlike previously existing designs, they had rotary beds and water cooling;

Two electric motors of the economic course of the PG-103 type, with a power of 50 hp each. each, at 420 rpm, single anchor, self-ventilated;

A storage battery consisting of 224 46SU type batteries, grouped into two groups of 112 batteries each.

The electric motors of the economic stroke transmitted rotation to the propeller shaft through elastic and silent textrope gears with a gear ratio of 1: 3 and friction clutches of the economic stroke. Between the diesel engines and the main propeller motors, disconnecting tire-pneumatic couplings of the 4SHM type were installed (one coupling on each side of the bulkhead): the same couplings, but designed for a lower torque, were installed between the main propeller motors and thrust shafts. The propeller shafts were connected to the thrust shafts with rigid flanges. In places where the propeller shafts exited the pressure hull, there were stern tube seals of a new design with carbon seals.

Compared with the 1D engines used on the IX-bis and XIII-38 series submarines, the 37D engines with the same power had smaller dimensions, weight and number of cylinders. Since the engines were two-stroke, it was assumed that blowing out the main ballast by diesels would encounter great difficulties, and therefore the project provided for a low-pressure blower for blowing out ballast tanks. Later, when testing new diesel engines on the stand, their ability to overcome significant back pressure to the exhaust gases was revealed, and then it was decided not to install blowers, but to blow through the main ballast with diesel engines.

A very important feature of the project 613 power plant, which significantly increases the tactical qualities of the boat as a whole, was equipping it with an RDP device (underwater operation of diesel engines), which allows diesel engines to operate underwater in a periscope position. At the same time, the fresh air necessary for the operation of diesel engines enters the boat through a special shaft with a float valve that closes the intake opening of the shaft when it is covered by a wave, and the exhaust gases are sent overboard through a special exhaust shaft, the upper section of which at the periscope depth is immersed in water with depth of about 0.5-0.75 m. Both shafts have the required number of locks with remote control. As with the operation of diesel engines in the surface position, in RDP mode air enters the boat by gravity due to the rarefaction created by operating diesel engines, while with a large vacuum in the diesel compartment, the power of the engines drops, and, consequently, the speed of the boat. The maximum rarefaction allowed when diesel engines are operating in the RDP mode is limited by the habitability conditions in the diesel compartment.

The RDP device made it possible to carry out a long course of the submarine in the periscope position without surfacing. Thanks to the RDP device, it became possible to charge the battery while the submarine was moving at periscope depth, which significantly improves its stealth. In only one case, it is necessary to limit or even completely abandon the RDP device - with an unfavorable combination of the boat's course and wind direction, in which exhaust gases are sucked through the intake shaft into the boat, and therefore it is not possible to maintain the habitability of the boat at the proper level.

For the first time, the RDP device appeared in 1943-1944 on German submarines ("Schnorchel"). The RDP device on domestic submarines, in comparison with the "Snorkel", has been significantly improved in its design. To improve habitability when using RDP, the fresh air intake and gas exhaust shafts were spaced along the length of the boat to the maximum possible distance. The RDP device, like any other large outboard hole on a submarine, requires strict daily monitoring of its condition and use. Violation of this requirement led to severe accidents and even catastrophes.

The control panels of the main propulsion motors were of a fundamentally new design with mechanical contactors. Compared to the previously existing knife switchboards, these switchboards were distinguished by ease of operation and reliability in operation. The control panels of the main electric motors and electric motors of the economic course were depreciated.

Tire-pneumatic shafting couplings of the 4MSh type had significant advantages over the Bamag-type couplings that were installed on submarines of pre-war projects - they made it possible to soundproof diesel engines and the shaft line, as well as to install the shaft line on the slipway, and not after launching on water, as they allowed significantly greater fracture and displacement of the mating axes of individual parts of the shafting. In addition, they reduced the stresses in the shaft line from torsional vibrations and facilitated the shift of the resonant zones at the appropriate speeds. Subsequently, after testing on the lead boat, in order to exclude the remaining zones of torsional vibrations, a pendulum antivibrator designed by the Kolomna Plant was installed, developed according to the scheme proposed by the specialists of the Central Research Institute. Academician A.N. Krylov - V.P. Terskikh and I.A. Lurie.

General ship systems and devices

The main feature of the dive and ascent system in the project was the absence of kingstones of the main ballast tanks. Installation of kingstones was envisaged only in ballast tanks of the middle group (No. 4 and No. 5). The absence of kingstones greatly simplified the design of the system, facilitated its maintenance and reduced the cost of building a boat. The ventilation valves were installed directly on the valves of the ballast tanks, which made it possible to get rid of the ventilation pipes. This solution made it possible to significantly reduce the mass of the system, increased its survivability and did not clutter up the superstructure.

The supply of compressed air for blowing the tanks of the main ballast was placed in 22 cylinders with a total volume of about 9000 liters, at a pressure of 200 kgf / cm2. To replenish the compressed air supply, in addition to the electric compressor, for the first time in domestic practice, two DK-2 diesel compressors with a capacity of 9 liters of compressed air per minute each were installed. The layout of the high-pressure air piping system was developed based on the conditions for the greatest possible reduction in the time of emergency blowing of ballast tanks. To do this, the main ballast was blown not with throttled air at a pressure of 30 atm, as was the case on pre-war submarines, but with high-pressure air - 200 atm. At the same time, the section of the main line and pipes for blowing ballast tanks were increased.

In connection with the increase in the maximum immersion depth to 200 meters, the main drainage and bilge-piston pumps were installed of new brands. The main drainage pump 6MVx2 had a capacity of 180 m3/h at a head of 20 m of water column. and 22 m3/h at a head of 125 m w.c.

Bilge-piston pumps TP-20/250 had a capacity of 20 m3/hour each, with a head of 250 m of water column.

The project provided for a ship's hydraulic system designed to actuate the vertical and horizontal rudders, RDP shaft lifts, periscopes and other retractable devices, as well as to open and close the front covers of torpedo tubes, kingstons and valves for ventilation of tanks of the diving system, external constipation of diesel gas vents , RDP devices, general ship ventilation shafts and air supply to diesel engines. The working medium of the hydraulic system was spindle oil. The hydraulic system provided for two identical pumping units, one of which was a backup. Both installations were located in one place - in the central post. The pumps of the NVV-1.4 hydraulic system were of screw type and had a capacity of 21 liters / min, at a pressure of 100 atm. The pumping unit included pneumo-hydraulic accumulators. Pumps and accumulators were included in the system so that it was possible to connect any accumulator to any pump, or both accumulators at the same time. The pumps supplied pressurized oil to the accumulators and consumers. When the battery was fully charged and there was no oil consumption, the pump automatically switched to work “on itself” (tank-pump), while consuming very little energy.

Initially, the systems of the depth stabilizer without the Sprut stroke and the depth stabilizer on the move of the Skat-1 type were envisaged, but, due to their unsatisfactory performance, they were not subsequently installed,

The periscope lifts were hydraulic. At the same time, at first it was envisaged only to raise the periscopes with the help of hydraulics, and their lowering took place under the influence of the own weight of the periscopes. Subsequently, the hydraulic lifts were redesigned in such a way that the lowering of the periscopes was also forced.

A distinctive feature of the submarine pr.613 (as well as all post-war projects) was wide application depreciation of boat mechanisms in order to increase their survivability during shaking of the boat hull caused by depth charge explosions, as well as to reduce the transmission overboard through the boat hull of the noise of mechanisms operating underwater, which greatly increased the stealth of the boat. On all domestic serial submarines, the main diesel engines and propeller motors began to be installed on shock absorbers.

Construction of boats pr.613

In 1948, factories No. 444 in Nikolaev and Krasnoye Sormovo in Gorky began preparing production for the construction of a large series of submarines of project 613. This circumstance required already in 1948 the organization special groups TsKB-18 designers to provide technical assistance to these plants. At plant No. 444, the technical assistance group was headed by the chief designer of the project, Ya.E. Evgrafov. At the Krasnoye Sormovo plant, the technical assistance group was headed by Deputy Chief Designer V.S. Dorofeev.

On April 11, 1950, at plant No. 444 in the city of Nikolaev, the laying of the lead submarine S-61, factory No. 376 took place (during the flow-sectional construction, the laying of the boat was considered the installation of the first section on the slipway), and on June 26 of the same year, hydraulic test of the strong case. On July 22, 1950, the lead submarine was launched with a technical readiness of about 70%.

In the process of completing the construction of the boat, a major accident occurred - on November 6, 1950, when leaving the dock, the boat capsized, while compartments 2, 6 and 7 were partially flooded with water. The cause of the accident was non-compliance with the instructions for docking and undocking the boat. It turned out that before the withdrawal from the dock, no water was taken into the fuel tanks, which led to the loss of stability of the boat. In addition, all access hatches were not battened down before leaving the dock. In connection with this accident, the construction of the boat was delayed, mooring trials began only on January 12, 1951.

On May 5, 1951, the ship moved to the delivery base of plant No. 444 in Sevastopol for factory and state tests. On July 14, a deep-sea dive was carried out, and on October 15, after the completion of all factory sea trials, the boat was presented to the Commission of the State Acceptance of Navy Ships. The state tests of the submarines were started on October 17, 1951, and on May 24, 1952, after the end of the tests, the elimination of all comments and the control exit, the acceptance act was signed by the State Acceptance Commission.

At the Krasnoye Sormovo plant, the laying of the S-80 submarine, serial number 801, which was the lead boat of project 613 for this plant, took place on March 13, 1950. The boat was launched on October 21 of the same year, with about 70% readiness, and on November 1, its transfer to the commissioning base in Baku for completion and testing was completed. Mooring trials were carried out from December 31, 1950 to April 26, 1951. From April 27 to June 28 of the same year, factory sea trials were carried out. On June 9, a deep-sea dive was carried out.

After the completion of state tests and the elimination of all identified defects, on December 2, 1951, an acceptance certificate was signed.

In the process of testing and commissioning the lead ships of project 613, a number of design flaws were revealed, of which the following were the largest;

1. In terms of the hydraulic system - ingress of seawater into the oil, hydraulic shocks in pipelines, poor sealing of joints, poor oil purification from contaminants, unreliable operation of hydraulic machines of ventilation valves in a submerged position, inconsistency of the selected material with the operating conditions of some actuators of the hydraulic system, etc. ;

2. For retractable devices - the absence of guides in a number of devices that protect the retractable devices from turning, and where the guides were provided, they were incorrectly fixed, not taking into account the compression of the strong case in the submerged position;

3. Along the line of the shaft - increased temperature of the bearings of the economic stroke drive couplings and unsuccessful fastening of the friction discs; the presence of forbidden zones of torsional vibrations, which necessitated the installation of special antivibrators; failure of cylinders of tire-pneumatic couplings and the difficulty of carrying out work related to their replacement. To eliminate these defects, the design of the couplings had to be redone.

These and a number of other design flaws had to be eliminated during the tests of the head submarines.

Later, a major flaw in the design of the 37D main engines was revealed, which led to a serious accident. This happened in 1954 during the acceptance tests in the Caspian Sea on one of the serial submarines pr.613. The boat was in RDP mode under two diesel engines. From the central post, a command was given to the fifth compartment: “The regime is over. Stop diesel. The foreman of the group of minders put the diesel control flywheels in the “Stop” position and, without waiting for the diesel engine to begin to slow down, closed the flap of the gas outlet with the hydraulic control manipulator. There was an explosion. When investigating the causes of the explosion, it turned out that during the short-term operation of diesel engines, which continued after the closure of the gas outlet, an explosive mixture formed in the receiver and gas outlet, and the very first sparks that fell from the diesel into the receiver caused an explosion.

The explosion destroyed the flat wall of the receiver and a large flame escaped through the resulting hole into the compartment. Fragments of the destroyed wall of the receiver killed the master of the quality control department of the Krasnoye Sormovo plant, who was between the diesel engines. The same fragments destroyed the wall of the receiver of the second engine. Many people who were in the diesel compartment received severe burns. Both diesels had to be replaced with new ones. A specially appointed commission found that the main cause of the accident was the wrong actions of the foreman of the minders when stopping the diesel engine. At the same time, the commission recommended installing safety interlocks on diesel engines to prevent explosions in the receivers when the diesel engines are stopped, and also making a clarifying instruction in the instructions - when stopping the diesel engine, close the flap only after the diesel engine speeds down to 300 per minute.

After carrying out all the planned activities on the submarine, such accidents did not recur. For the period of investigation of the causes of the accident and the implementation of measures on the recommendation of the commission, submarines were temporarily prohibited from sailing in the RDP mode.

The State Acceptance Commission gave a high rating to the lead submarine pr.613. The acceptance certificate of the S-80 submarine stated:

“The S-80 submarine is a ship with good seaworthiness, developed underwater elements in terms of diving depth, speed and range of underwater travel, is easily controlled in a submerged position at all speeds, is capable of quickly diving and surfacing maneuvers and has the necessary reserves for continuous stay at sea during the time stipulated by the specification. The S-80 submarine is a completely modern ship capable of performing a combat mission in any maritime theater of war.

In 1953, a number of other shipyards were connected to the construction of submarines pr.613.

Simultaneously with the transfer of all project 613 materials, a number of employees of TsKB-18 were transferred to SKB-112, including the chief designer of the project Z.A. Deribin, who was simultaneously appointed head of SKB-112, deputy chief designer of project 613 A.P. Solovyov, head of the group N.M. Vavilov and others.

In 1954, by decision of the Government of the USSR, working drawings and technical documentation Submarines pr.613 were transferred to the People's Republic of China for the construction of boats in China. Under the terms of the agreement with the PRC, the first three boats were to be manufactured entirely in the Soviet Union, and then transported in disassembled form to the PRC, where they were to be re-assembled and used, as was previously done when building boats for the Far East.

Subsequent ships were to be built in the PRC, and the USSR supplied steel for the hull, mechanisms, electrical equipment, instruments and weapons for them. To provide technical assistance in the construction and development of these submarines, a group of specialists was sent to the PRC from TsKB-18, TsKB-112 and from the Krasnoye Sormovo plant, about 20 people in total.

In the People's Republic of China, Chinese specialists with the participation of Soviet specialists translated all design and technological documentation into Chinese.

At the same time, Soviet specialists trained Chinese specialists in the theory of submarines and familiarized them with the features of Project 613 submarines, the technology of their construction and testing.

The first three submarines were built in the Shanghai shipyard"Jianan", boat tests were carried out in Port Arthur.

At the end of 1957, after completing the tests of the first three submarines, part of the Soviet specialists returned to the USSR. At this time, preparations for the construction of submarines pr.613 at the Wuchang Shipyard in Hankou began in the PRC.

The lead submarine of the Uchansky plant was sent for testing to Port Arthur in November 1958 and completed testing in January 1959. By this time, about 15 submarines built by the Jinan plant were already in Port Arthur.

The first post-war diesel-electric submarine was the most massive DPL pr.613 in the USSR Navy (according to NATO classification "Whiskey"). The project was a development of the project 608 medium displacement submarine, developed in 1942-1944. At the end of 1944 The Navy received materials on the German submarine U-250 (sunk in the Gulf of Finland and then raised), which had TFC close to project 608. In this regard, the people's commissar of the Navy, Admiral N.G. Kuznetsov, decided to stop, before studying the materials on U- 250, work on project 608. In January 1946, after studying captured submarines (U-250, XXI series, etc.), the Commander-in-Chief of the Navy, on the proposal of the GUK, approved the TTZ for the design of Project 613 submarines. It was proposed to change the TTX for Project 608 in the direction of increasing the speed and cruising range with an increase in the standard displacement to 800 tons. The design was entrusted to TsKB-18 (now TsKB MT "Rubin"), and V.N. Peregudov was appointed chief designer, then Y.E. Evgrafov, and since 1950 Z.A. Deribin. Captain 2nd rank L.I. Klimov was appointed the main observer from the Navy. In August 1946, TTZ was issued for project 613, and on 08/15/1948 technical project was approved by the Soviet government. When developing theoretical drawings, special attention was paid to ensuring high driving performance in a submerged position. As a result, the full submerged speed increased to 13 knots (instead of 12). Armament included four bow 533 mm TTs and two stern 533 mm TTs. The number of spare torpedoes for bow torpedoes was increased to 6, which was their total number of spare torpedoes. The main means of detection in a submerged position were the Tamir-5L sonar and the Phoenix noise direction finding sonar. Initially, artillery weapons were deployed from one twin 57-mm SM-24-ZIF machine gun and one twin 25-mm machine gun 2M-8. Later, all artillery weapons from all DPL pr.613 were removed. By design, it was a two-hull submarine. Robust hull - all-welded, with external frames, divided into 7 compartments, in the area of ​​​​accumulators is formed from two mating cylinders, forming a "figure eight", and the diameter of the lower cylinder is greater than the diameter of the upper, 1st, 3rd and 7th compartments are separated spherical bulkheads designed for a pressure of 10 kg/cm2 and form shelter compartments, the remaining bulkheads are designed for a pressure of 1 kg/cm2. Unsinkability was ensured when one compartment and two adjacent CGBs on one side were flooded. The ballast is received in 10 TsGB placed in a light body. CGB without kingston (only in middle group tanks No. 4 and No. 5 had kingstones), which simplified the design and reduced the cost of construction. High-pressure air was placed in 22 cylinders with a volume of about 900 liters, designed for a pressure of 200 kg/cm2. The air supply was replenished by 2 diesel compressors. Initially, air pipelines were steel, with inner coating made of copper, but they corroded heavily and were subsequently replaced with red copper ones. The main drainage pump of the 6MVx2 type had a capacity of 180 m3/h at a head of 20 m of water column and 22 m3/h at a head of 125 m of water column. In addition, there were bilge-piston pumps TP-20/250 (20 m3/h at 250 m of water column). Initially, a buoyancy tank was located at the bow, but when the artillery armament was dismantled, it was removed. For the first time in the domestic practice of underwater shipbuilding, a horizontal stabilizer was used in the aft end of the ship.

The main power plant of the boat included two-stroke diesel engines 37D, which, compared with diesel engines 1D, which were on the pre-war submarines of the IX-bis and XIII series, with the same power, had less weight, dimensions and number of cylinders. There was also an RDP device with a shaft and a float valve (for the first time in Soviet submarine shipbuilding). Two main electric motors PG-101, 1350 hp each. provided full speed, the same number of 50-horsepower PG-103 - an economical and so-called sneaking mode. However, 37D two-stroke diesel engines had a higher noise level. Shaft line mechanisms were mounted on soundproof shock absorbers. The ED of the economic stroke transferred rotation to the propeller shafts through elastic and silent textrope gears with a gear ratio of 1: 3 and friction clutches of the economic stroke. Tire-pneumatic disconnecting couplings (SHPRM) were placed between the diesels and the HEM, and the same couplings were placed between the HEM and thrust shafts, which were connected to the propeller shafts by rigid flanges. ShPRM were used due to a clear advantage over BAMAG-type couplings installed on submarines of pre-war projects - they made it possible to carry out soundproofing of diesel engines and the shaft line, to install the shaft line on the slipway, and not after launching, as they allowed significantly larger fractures and displacement mating axles of individual parts of the shafting.

To ensure the operation of surface diesel engines at periscope depth on these boats, there was, as mentioned, a special RDP device, which was a retractable shaft for supplying fresh air into the hull of the boat, which ensured the operation of the main engines. The air channel of this device was equipped with a float valve to prevent water ingress when its upper part was overwhelmed or deepened, and the exhaust gases were removed through a stationary shaft located in the aft part of the felling fence. It should be noted that the prototype of the RDP at the beginning of the century was designed by our submarine officer Gudim and installed on one of the Russian submarines. And only a few decades later, already as a tested model, such a device became widely known under the name "snorkel". Periscopes, RDP, vertical and horizontal rudders, TA covers had a hydraulic drive. For the first time in the domestic fleet, these boats used a silent trim system (only with air), gas vents were installed with exhaust into the water directed to the stern (using the suction effect of the outboard water flow), and sewage cylinders were installed for latrines. It was supposed to install a refrigeration machine to cool the air in the submarine, but due to unsatisfactory performance, it was removed. Boats pr. 613 were built by the flow-position method with extensive use of automatic welding. 04/11/1950 at plant No. 444 (now the Chernomorsky shipbuilding plant) in Nikolaev, the laying of the head submarine S-61 was carried out by installing on the slipway of the 1st section. In total, until 1957, 72 DPLs of this project were built at this plant. At the plant "Krasnoe Sormovo * in Gorky, the first submarine - S-80 (order 801) - was laid down on 03/13/1950. Launched on 10/21/1950 with 70% technical readiness. On 11/01/1950, the submarine arrived in Baku, where from 12/31/1950 was tested until 04/26/1951. Deep-sea diving took place on 06/09/1951, and the acceptance certificate was signed on 02/02/1951. 113 submarines were built at this plant until 1956. In addition, 19 submarines and there were 11 submarines at the SZLK in 1954 - 1957. During the testing of the S-61 and S-80 boats, the following design flaws were revealed:

Outboard water got into the hydraulic system, hydraulic shocks were observed, seals and cleaning filters were poorly made, the operation of the ventilation valve machines was unreliable;

Unfolded retractable devices (there were no guides for them);

Elevated temperature bearings and couplings on shaft lines, vibration of mechanisms, failure of cylinders of tire-pneumatic couplings and problems with their replacement.

In 1954, when testing one of the serial DPLs, it turned out that during short-term operation of diesel engines, which continued after the flaps were closed, an explosive mixture was formed in the gas outlet and the very first sparks that fell from the diesel engine into the receiver caused an explosion. It was necessary, to eliminate this problem, to install blocking devices. The Nakat radio intelligence station was not ready by the time the majority of submarines were handed over to the fleet and was installed on them already during operation. In 1956 by decision of the Council of Ministers of the USSR, artillery weapons were dismantled from the boats, after which the speed and range of navigation in a submerged position slightly increased. In the process of scheduled repairs, some samples of radio-technical weapons were replaced on the ships. In total, it was supposed to build 340 submarines of this project, in fact 215 were built (which was a record in the serial construction of submarines in the Russian Navy) and, at one time, they formed the basis of Soviet submarine vultures. In the process of mass production, some changes were made to the project, in particular, in the location of artillery weapons - part of the submarine had a gun in front of the cabin, and part - behind the cabin. In addition, on the first 10 submarines of the series, multi-support breakwater shields designed by Lebedev were installed, which had a larger cover opening and less pulling force than breakwaters of conventional design. However, in these breakwaters, even with a slight deformation, the shields jammed, therefore, starting from the 6th boat of the series, ordinary breakwaters were installed.

Despite some shortcomings, this rather simple and reliable submarine was loved by the USSR Navy submariners. With all its simplicity, and in some cases even the primitiveness of the equipment, it turned out to be one of the quietest submarines of the USSR Navy. To some extent, the life story of the DPL pr.613 can be compared with the life of the famous Russian 3-line rifle model 1891. Also not outstanding, but reliable and loved by all the soldiers of Russia. It was project 613 that brought the first international success to domestic submarine shipbuilding: this is the first Russian submarine project implemented abroad. In 1954, by decision of the government, working drawings and technical documentation for the DPL were transferred to China. Under the terms of the agreement, the first 3 submarines were completely built in the USSR, and then transported in disassembled form to the PRC. They were assembled in Shanghai at the Jinan shipyard and tested in Port Arthur at the end of 1957. All subsequent submarines were built in China, but the USSR supplied steel, electrical equipment, mechanisms and weapons for them. At the end of 1957, after the successful completion of the tests of the first three DPLs, preparations for the construction of DPLs at the Wuhan shipyard in Hankou began in China. The lead submarine of this plant was tested in Port Arthur from November 1958 to January 1959. By this time, there were already 15 submarines built by the Jinan plant in Port Arthur.

Project 613 boats were often upgraded or remodeled. So, in 27, the autonomy was increased to 45 days (project 613V), on the S-384 the depth of torpedo firing was brought to 70 m (according to foreign data, new batteries were tested on this project) (project 61ZTs), on the S-43 they checked the pop-up rescue chamber (project?), four ships were equipped with long-range radar surveillance stations (project 640 (640U and 640T were developed)). The boats of this project were used for field testing of various types of weapons, some of them were armed with missiles. DPL S-146 was re-equipped according to the P-613 project for testing cruise missiles of the P-5 complex. After the completion of these tests and the adoption of missiles into service, the S-44, S-46, S-69 boats. S-80, S-158 and S-162 underwent re-equipment under project 644 (644D, 644U, 644.7 were developed) and received the P-5 complex and 2 cruise missiles and containers behind the wheelhouse, and DPLS-61, S-64, S-142, S-152, S-155 and S-164 were re-equipped according to project 665 developed in TsKB-112 and received the P-5 complex and 4 missiles placed in the cabin fence. Submarine S-229 was converted according to project 613D4 into an experimental boat for testing underwater launch of R-21 ballistic missiles. S-65 was re-equipped according to project 613РВ for testing rocket-torpedoes. More than 30 DPLs were modernized according to other projects, including the S-273 DPL was converted under the project 613E "Katran" with an air-independent power plant with ECG, S-141 was converted to test new types of rescue equipment (project 613C), S-63 was converted into rescue submarine under project 666. In 1959. on S-345 and S-378, a sound underwater communication station was tested. According to foreign sources: S-72 was modernized according to project 613AD (for testing new types of missile weapons equipment - KR "Amethyst"), S-45 was used for destruction tests, project 613E - equipped with an airborne system of 400 kg / cm2, project 613A - equipped with P-15 anti-ship missiles (designed), project 613B - tanker for refueling seaplanes B-10, project 613D5 - testing of the R-27 complex, project 613D7 - testing of the D-7 complex, project 613Sh - testing of an under-ice sonar complex and the possibility of a long stay under water, project 613X - a 15-kiloton rocket in one mine, EP-613 - pre-project development of P-613, project V-613 - testing of the R-11FM rocket, project 3P-613 - testing of an air-independent propulsion system, project 613M - re-equipment for testing prototypes of silver-zinc batteries and propulsion electrical equipment with high-power main electric motors with organic silicon insulation. In addition, there are (according to foreign sources) several "unaccustomed" project names: 613M - after the removal of artillery, 613I - export version.

These DPLs were actively transferred to other countries. 10 submarines transferred to Egypt, 12 to Indonesia (received names: KRI Cakra (401), KRI Nanggala (402), KRI Nagabanda (403), KRI Trisula (404), KRI Nagarangsang (405), KRI Candrasa, (406), KRI Alugoro (407), KRI Cundamani (408), KRI Hendrajala (409), KRI Pasopati (410), KRI ? (411), KRI Bramastra (412)), 4 - North Korea, 3 - Syria, 4 - Poland, 2 - Bulgaria, 1 - Cuba and 4 more ships were captured by Albania at the base in Vlora at the time of the break in Soviet-Albanian relations.

Two submarines were transferred to the Ministry of Fisheries, converted for oceanographic and fishing research, received the names "Severyanka" (S-148 in 1957) and "Slavyanka".

Two ships of this type were lost: S-178 - in 1981 in the Pacific Ocean in the East Bosphorus Strait and S-80 (project 644) in January 1961 in the Barents Sea.

Further development DPL pr.613 became its improved modification of DPL pr.633.

Device for diesel operation under water (RDP)

a retractable device for submarines for supplying atmospheric air to the diesel compartment and removing exhaust gases at the periscope position of the submarine. To prevent the submarine from flooding through the exhaust and intake pipelines, valves are installed on them that automatically close when the wave is overwhelmed or the submarine is submerged. RDP allows diesel submarines to increase their cruising range, charge batteries, replenish compressed air supplies and ventilate rooms without surfacing, which increases their stealth.

• - Equipment, fuel - Atomizer housing collar, support - Injection - Injection, two-time - Fuel injection - Injection pressure, maximum - Injection start pressure - Pressure...

  Dictionary of GOST vocabulary

• - a device on diesel main engines that ensures the operation of diesel engines under water at periscope depth by drawing air to them through a retractable shaft and ejecting exhaust gases into the water through a special gas outlet ...

  Dictionary of military terms

• - a defensive structure around a castle, fortress, city or fortified estate ...

  Architectural Dictionary

• - do not spill Razg. Only by order. f. Very friendly, inseparable, always together. Whom? friends, girlfriends ...; who with whom? me with my brother, sister with a friend ... . Old friends ... you can’t spill them with water ...
• - you can’t spill water, you won’t spill Razg. Only by order. f. Very friendly, inseparable, always together. Whom? friends, girlfriends ... do not spill water; who with whom? me and my brother, my sister and a friend ... do not spill water ...

  Educational Phraseological Dictionary

• - water adv. the situation places of expansion Using the waterway as a place of movement; by water...

  Dictionary Efremova

• - who. Obsolete Express. About the one who behaves modestly, quietly. Cleverly and humbly, he spends an honest age. . Humble little one, my mother! it won't muddy the water...

  Phraseological dictionary of the Russian literary language

• - See Strictness -...
• - Cm....

  IN AND. Dal. Proverbs of the Russian people

• - See CARE -...

  IN AND. Dal. Proverbs of the Russian people

• - Perm. Suffer from dropsy. Sl. Akchim. 1, 138...
• - what. Arch. The same as not to wet with water 2. AOC 4, 153 ...

  Big dictionary of Russian sayings

• - adj., number of synonyms: 1 low-water ...

  Synonym dictionary

• - swim, water, water ...

  Synonym dictionary

• - Cm....

  Synonym dictionary

• - adj., number of synonyms: 4 you can’t spill your friends with water, they are not spilling water, they are not spilling water ...

  Synonym dictionary

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The transition to movement under a diesel engine in the RDP mode is carried out at a depth of 6-8 m after the submarine is trimmed at the “Combat alert” signal.

Submarine personnel perform the following:

Prepares for work on the propeller (for charging) under the RDP, the diesel engine indicated by the submarine commander and the shaft line (movement under water is provided by an electric motor, the shaft line of which will not be used to operate the diesel engine in the RDP mode);

Prepares inlet and exhaust ventilation for running under the RPD;

Raises the RDP shaft and empties it into one of the tanks or into the hold;

Checks the presence of water in the gas and air pipeline of the RDP;

Opens the RDP air flap and turns on the fan;

After the report of the commander of the BC-5 on the readiness of the system for work, on the orders of the commander, the submarine starts the diesel engine at low (medium) speed.

Upon reaching the exhaust pressure set by the instruction, the upper gas (double-hole) flap of the RDP is opened.

The transition from low engine loads to large ones is carried out gradually to prevent vaporization on the sea surface in the area of ​​the exhaust nozzles.

With the establishment of a given mode of operation of the diesel engine, the electric motor can be stopped. If the diesel engine is started up to charge the battery, the submarine continues to go under the electric motor of the side on which the diesel engine was not prepared for launch. with the establishment of a given mode of movement, the transition maneuver under the RDP ends and combat readiness No. 2 is declared.

Swimming under RDP

After placing under the RDP, due to the removal of water from the gas path, the boat acquires positive buoyancy. To bring buoyancy to zero, it is necessary to take an appropriate amount of ballast into the surge tank.

When sailing under the RDP, the submarine must accurately maintain the depth and prevent the float valve from submerging under water. When the sea is rough and the depth is not accurately maintained, the air shaft of the RDP will be overwhelmed by water. The float valve in this case closes, causing a sharp decrease in pressure inside the square. With the appearance of a deep vacuum, it is necessary to remove from the RDP and switch to the mode of underwater travel under the electric motors.

In order to avoid the suction of exhaust gases when following the wave, the courses of the submarine must be located at a certain angle to the direction of the wind. Observation of the environment while swimming under the RDP deteriorates sharply, so it must be carried out especially carefully with the help of all means of visual and radio surveillance.

Shooting from under the RDP

Shooting from under the RDP is carried out at the command "Stand in your places, shoot from the RDP." The personnel stop the running diesel engines and turn off their clutches, turn off the ship's ventilation, close the latches, open the kingston and lower the RDP shaft, start the electric motors, batten down the bulkhead clinkets and prepare the engine compartment for diving, after which, using the rudders and the stroke, the submarine sinks to a given depth . If necessary, the quick sink tank is filled.

After shooting from under the RDP and filling the gas path with water, the submarine acquires negative buoyancy, therefore, when moving from under the RDP to an underwater course under electric motors, to bring the residual buoyancy to zero, an appropriate amount of ballast should be pumped out of the surge tank.

A hundred years ago, the designers and inventors of submarines understood that it was not advisable to keep two engines on a ship - one for underwater, the other for surface movement, and did not abandon attempts to develop a single engine, or at least equip a gas engine or diesel engine with an air supply device when The submarine is at periscope depth.

Rear Admiral of the Kriegsmarine E. Goft claimed that the invention of the so-called snorkel brought the first success, but the same German submariners admit that they saw analogues on Dutch boats and it is clearly known that such a pipe was first installed in 1925 on the Italian submarine Sirena.

The Soviet shipbuilder G.M. Trusov established that such a “device was first proposed in 1915 by the commander of the Akula submarine, Lieutenant N.A. Gudim.” However, further studies have shown that S. Yanovich, B.E. Salyar may well be recognized as the authors of the RDP prototype ...

Engineer-Rear Admiral M.ARudnitsky examined the remains of the RDP Salyar on the Baltic boats "Leopard" and "Wolf". Fleet historian N.A. Zalessky saw a picture of the Cougar submarine from the RDP.

All this unequivocally testifies that such a device was invented and used in Russia earlier than in other navies. In short, remember the anecdote about the Congress of Patents?

If they forgot about a single engine, then not forever. Soviet historian submarine fleet Captain 1st Rank V.I. Dmitriev established that in the 1930s, engineer S.A. Bazilevsky created the Redo, a single-purpose regenerative engine for special purposes, which was installed in August 1938 on an experimental submarine XII series S-92 . It was a diesel engine running on a gas mixture; the boat successfully passed the tests, several times went to sea.

Bazilevsky's group started designing a single engine in 1935, mounted it on the S-92 3 years later. And what was done in other countries in this respect then?

In the same year, England and Germany entered into an agreement under which the "Third Reich" was allowed to build submarines, and the very next year, Professor G. Walter presented a project for a steam-gas turbine for a submarine. It is hard to believe that the Germans managed to cope with such a difficult task so soon, apparently, they had been preparing for more than one year to cancel the articles of the Versailles Treaty, which forbade Germany to have a submarine fleet. In the Walter plant, 80% hydrogen peroxide served as the oxidizer, which decomposed in the chamber into water vapor and oxygen, the latter being burned with liquid fuel, into which feed fresh water was injected. The resulting hot vapor-gas mixture under high pressure then entered the turbine, then cooled. Water returned to its original position, unnecessary carbon dioxide was removed overboard. The project of Walter immediately interested the sailors. “We seized on it and achieved that the command naval the fleet energetically supported this exceptionally important invention,” Grand Admiral K. Doenitz recalled. In 1937, the Germans began to create Walter boats, but due to technical difficulties, they did not receive a single one before the start of the Second World War, and the skepticism of the Kriegsmarine leadership towards such innovations also affected.

Scheme of the RDP device: 1 - air shaft, 2 - fairing, 3 - coating that protects against radar radiation, 4 - head with a valve that prevents sea water from entering the shaft, 5 - antenna of the radio receiver of radar radiation, 6 - antenna of the “friend or foe” system ”, 7 - float that controls the position of the valve 4, 8 - shaft visor for exhaust gases 9, 10 - valve, 11 - lever.

Scheme of a steam-gas turbine plant: 1 - pump for supplying hydrogen peroxide, 2 - peroxide decomposition chamber, 3 - combustion chamber, 4 - nozzle, 5 - main turbine, 6 - condenser, 7 - condensate pump, 8 - cooler for feed water, 9 - feed pump, 10 - feed water supply to the combustion chamber, 11 - exhaust gas compressor, 12 - gearbox, 13 - economical stroke electric motor, 14 - propeller.

In 1942 alone, 4 experimental submarines of the XVIIBa series (or Ba-201) with a displacement of 236/294 tons were laid down, each equipped with a combined cycle gas turbine of 5 thousand hp, which made it possible to develop up to 26 knots under water (for diesel-electric ones - a maximum of 10 nodes). True, not for long. The oxidizer reserve occupied a solid volume of 40 cubic meters, the cruising range did not exceed 80 miles.

Having built three boats, the Germans in 1944 began to prepare 12 also experimental XVIIE series of a larger (312 tons) displacement with 2.5 thousand-horsepower turbines and a speed of 21.5 knots with an underwater cruising range of 1115 miles. They also finished three, followed by a dozen small, already combat boats of the HUIG series, in which the supply of hydrogen peroxide was brought up to 50 cubic meters. m, but this order was not fulfilled.

The medium submarines of the XVII-Fau series with a displacement of 659 tons did not have a chance to fight either. They were supposed to accommodate 98 cubic meters. m of oxidizer, two Walter turbines with a total capacity of 2.1 thousand hp, which were supposed to provide a 19-knot course underwater with a cruising range of 205 miles.

At the same time, the Germans planned to replenish the Kriegsmarine with 200 medium submarines of the XXVI series with a displacement of 842 tons, with a 7.5 thousand-horsepower turbine. If their predecessors had two bow torpedo tubes, then these had ten of them, and they were placed in the center of the hull to fire torpedoes back - the boat attacked the enemy on the retreat in order to quickly get away from the pursuers. A hundred unfinished submarines were dismantled after the war, the same fate befell two large (1485 tons) boats of the XVIII series ordered at the beginning of 1945 with 5 torpedo tubes and 5 turbines with a total capacity of 5.5 thousand hp, which required 204 cubic meters. m of oxidizer.

Scheme of operation of a diesel engine in a closed cycle "Kreislauf": 1 - diesel, 2 - air supply, 3 - exhaust gases in the surface position, 4 - exhaust switching to a closed cycle, 5 - exhaust gas circulation in a submerged position, 6 - refrigerator, 7 - bypass valve for gas temperature control, 8 - gas filter, 9

- mixer for enriching exhaust gases with oxygen, 10 - oxygen cylinders, 11 - oxygen reducer, 12 - oxygen supply regulator, 13 - pressure regulator when the engine is running in a closed cycle, 14

- exhaust gas compressor, 15 - release of excess gases, 16 - gearbox, 17 - disengaging clutch, 18 - economical running electric motor, 19 - propeller.

WHISKEY TWIN CYLINDER class with two P-5 missiles on board.

Transport and launch container with cruise missile P-5 coastal defense on a wheelbase.

After the war, documents about Walter's engines went to the British and Americans, the latter at the end of the 40s tested it on a diesel-electric Corporal and considered it unpromising. Mainly due to the short cruising range at full speed under water, a fair fire hazard, sensitivity to changes in immersion depth and high cost operation.

Nevertheless, in 1956, the British began to build 2 experimental submarines of the Explorer type with two Walther installations of 4 thousand hp each. After 9 years, having completed the test program, they were written off - they had no successors.

In 1960, the Swedes also tried to equip 2 out of 6 new Dragon-type diesel-electric boats with experimental combined-cycle turbines in order to achieve at least a short 25-knot speed under water. And agreed with the conclusions of American experts.

In 1942, not limited to experienced Walther boats, the Germans set about experimenting with another type of single engine - the Kreislauf installation (running in a circle). Its essence was that in a submerged position, gaseous or liquid oxygen stored in cylinders was injected into the cylinders of a diesel engine (isn't it reminiscent of the work of Nikolsky and Bazilevsky?). The exhaust passages were cleaned, enriched with oxygen, and they were sent back to the cylinders. Judging by the calculations, the installation with a capacity of 1.5 thousand hp. could provide a speed of up to 16 knots, but the consumption of combustible mixture components was too high. "Kreislauf" was thought to be used on small and medium-sized submarines, since it was clear that one could not count on a long cruising range. The Germans did not go further than the experiments, as did the Swedes, who tried to introduce the "Kreislauf" on boats of medium tonnage of the "Schormen" type, built since 1962.

In the Soviet Navy, work with the RDP continued in 1943, having tested it at the B-2 floating charging station (the former Panther submarine of the Bars type). When she walked at periscope depth under diesel engines, air was supplied to them through a vertical pipe. Later, a similar device was equipped with a combat boat ID, -310V bis-2 series. Recall: the Germans began to use similar "snorkels" only with next year.

As for the single engine, work on it continued, and in February 1951, an experimental boat S-99 of project 617 with a steam-gas turbine was laid at one of the Leningrad plants. The oxidizing agent was hydrogen peroxide, a 100-ton supply of which was kept in synthetic outboard tanks. This is very reminiscent of the installation of Walter, but, according to the captains of the 1st rank V. Badanin and L. Khudyakov, Soviet specialists did not get the trophy documentation and equipment. Having entered service in 1958, the S-99 made several voyages, the turbine was launched at a depth of 80 m, the boat went at 120 m for quite a long time and no more than 5 minutes 50 m deeper (the Americans were right). In May 1959, due to the decomposition of hydrogen peroxide in the pipeline, an explosion occurred, no one was injured, the S-99 returned to the base, but they did not begin to restore it.

In the same period, they worked out a single engine for small submarines of the 615th project, not without reason nicknamed "lighters". After one of these "babies" sank in the Baltic after a fire, they were gradually withdrawn from combat strength.