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In the practice of underwater shipbuilding, submarine architecture refers to the features of the external appearance, shape and design of the hull, deckhouse fencing, empennage and other protruding parts.

The main elements that make up the submarine architecture usually include:

• the shape of the outer contours of the body and protruding parts;
• architectural and structural type of submarine, which, depending on the presence of a light hull along the length of a durable hull, can be called:
  • single-hull - there is no light body along the entire length;
  • double-hull - a lightweight body encloses a durable body along its entire length;
  • mixed or partially single-hull - a combination of single-hull and double-hull sections along the length of a durable hull;
• the configuration of the durable hull and the distribution of space inside it into functional or other components - inter-compartment bulkheads, decks, platforms, etc.;
• number and location of propeller shafts.

• type, design and arrangement of propulsors (for example, propeller, hydrojet propulsion, propeller in a nozzle, etc.);
• features of the location of the main types of weapons and weapons;
• composition, design and arrangement of technical means ensuring the survivability of the submarine.

Since then, the classic type of “diving” submarine has been formed, which, in one variation or another, survived until the Second World War.

In Russia at the beginning of the century I.G. Bubnov created an original type of single-hull submarine ("Bars" type) with buoyancy reserves placed in the end central hulls. Many years later, I.G. Bubnov’s ideas were used to create a purely single-hull design for the Los Angeles class nuclear submarine.

"Bars" class submarine

Germany found itself in the most difficult situation, relying on its submarine fleet and facing the combined anti-submarine forces of the Allies. After it failed to overcome the opposition of anti-submarine submarine forces by increasing the quantitative composition of the submarine fleet, attempts were made to create new types of submarines. These were improved diesel-electric submarines of the XXI (oceanic) and XXIII (small) series and a steam and gas turbine boat of the XXVI series.

German submarine XXI series (1943)

Submarines of the second type were equipped with fundamentally new power plants - steam and gas turbines ("Walter engine"), which used highly concentrated hydrogen peroxide. During its decomposition, oxygen was released, which was used to burn fuel, and water vapor, and the resulting steam-gas mixture drove the turbine. Boats of the XXVI series were supposed to reach underwater speeds of up to 24-25 knots. The ship's supply of peroxide was enough for six hours of full speed, and the rest of the time a conventional diesel-electric installation and snorkel were used. The new boats had an architectural appearance that was significantly different from the traditional ones, aimed at increasing propulsion qualities underwater. Streamlined contours, a minimum of protruding parts, the abandonment of artillery weapons (except for the XXI series), the stern tail, including horizontal stabilizers, the reduction of the total underwater volume by reducing the volume of the central buoyancy reserve (buoyancy reserve) to 10-12% and permeable parts - these were the measures which distinguished the architecture of a new type of submarine. They became a kind of masterpiece of naval technology, although they did not have time to enter service and participate in hostilities, and served as rich material for the work of the victorious countries in the post-war modernization of submarine fleets.

German submarine XXVI series (1944)

In the USA, based on the experience of German diesel-electric submarines of the XXI series, a series of six ships of the "Tang" type (SS563) with an underwater speed of 16-18 knots was built. In England, serious research was carried out on PSTU in the late 1950s. two experimental submarines “Explorer” and “Excalibur” were created, which could reach underwater speeds of up to 25 knots. But these were the last attempts to convert diving submarines into underwater submarines using traditional methods. The era of nuclear submarines has arrived.

The United States became the pioneer of nuclear submarine shipbuilding. On the initiative of H. Rickover, the development of the nuclear submarine project and its propulsion began in 1946, and in October 1955, the Nautilus nuclear submarine became part of the US Navy. It was an experimental ship, which was followed by a series of four nuclear submarines of the "Skiite" (SS578) type, as well as a number of experimental ones: "Seawolf" (SSN575) with a liquid metal-cooled nuclear reactor, "Triton" (SSR586) - a radar picket submarine, " Halibut" (SSG587) with CD "Regulus".

The first stage of the creation and development of nuclear submarines in the United States is characterized by a search principle: the design of the ship was worked out and the combat capabilities of the nuclear submarine were determined. At this stage, there were no high requirements for full submerged speed: the Nautilus could reach a speed of 23 knots, the serial Skate type about twenty. American specialists obviously gave greater priority to underwater autonomy and the ability to make covert transitions and stay for a long time in areas adjacent to the territory of a potential enemy. This is confirmed by the first American nuclear submarines completing trips to the Arctic and entering its Soviet sector. This is where the attention of American shipbuilders began to the problem of reducing the acoustic field of submarines, the first results of which began to appear on ships of the next generation.

Soviet nuclear submarine of project 627A

American designers were mainly guided by the solutions obtained during the design of the Tang diesel-electric submarine. The first nuclear submarines retained a significant elongation of the hull (L/B = 11) and an extended - up to 50-55% - cylindrical insert. The bow end had the shape of a rounded stem, and the stern part had a new shape, close to axisymmetric, with cross-shaped balance-type rudders. The propeller shafts (all boats were twin-shaft) passed through horizontal stabilizers, as on the German submarines of the XXI series. The wheelhouse fence had a shape similar to the "Tang" type submarine, but was located closer to the bow.

Soviet torpedo submarines differed sharply in appearance from post-war diesel-electric submarines. Despite the fact that they retained a large aspect ratio (L/B = 13.6), their body had a shape close to axisymmetric, with a streamlined drop-shaped nose. The cylindrical insert, like the American ones, was large and amounted to 50% of the body length. In the aft part, the contours of the cross sections became elliptical and gradually reduced to flat. The stern empennage is similar to the German submarines of the XXI series.

A new shape was given to the deckhouse fencing, which in Soviet shipbuilding was called “limousine”, characterized by a height-to-length ratio of less than one and a smooth transition of the roof into the sloping aft edge. This shape is characterized by volume flow and a low drag coefficient.

An additional measure to reduce drag was to reduce the number of poorly streamlined parts on the hull (bollards, bale strips, railings, etc.).

The architectural and structural type has also undergone changes. For diesel-electric submarines, the choice of architectural and structural type was determined by the following factors: the amount of buoyancy reserve (that is, the volume of the central gas tank), necessary to ensure seaworthiness on the surface (freeboard height), surface unsinkability in case of accidents, and the need to place fuel reserves and various equipment in the double-hull space. As a rule, large ocean-going diesel-electric submarines had a double-hull architectural and structural type.

When creating the first nuclear submarines, American specialists made a rather bold design decision: for most of the length they switched to a single-hull design, while the double-hull design was retained in the area of ​​the bow torpedo compartments and turbine compartment ("Nautilus" and "Seawolf" or the aft torpedo compartment ("Skate") ).

Thus, the architectural and structural type of the first American nuclear submarines can be defined as mixed (single-hull for part of the length) with a developed superstructure. As a result, the buoyancy reserve decreased from 30-35%, typical for diesel-electric submarines, to 14-16%.

The choice of such a design solution was determined by the following factors:

• the desire to reduce the total underwater displacement and achieve higher full speeds at the accepted power of the nuclear power plant;
• the absence of the need to ensure high seaworthiness on the surface, since scuba diving became the dominant mode;
• revision of views on surface unsinkability;
• no need to store large reserves of diesel fuel.

Unlike American ones, Soviet first-generation nuclear submarines retained a completely double-hull architectural and structural type, since the need to ensure surface unsinkability when one compartment was flooded was not questioned. In addition, the outer hull provided smooth, well-streamlined contours, which, together with an increase in the power of the propulsion system, compensated for the increase in the total underwater volume when the required speed was achieved. The general layout of the first nuclear submarines, both in the USA and in the USSR, did not undergo radical changes compared to the post-war diesel-electric submarines.

The accumulated experience in the development and operation of nuclear submarines convinced shipbuilders and the Navy command of the possibility and safety of using nuclear energy in underwater navigation, which made it possible to begin creating more advanced ships of a new generation. This stage was characterized by the final awareness of the nuclear submarine as a purely underwater ship, performing its tasks without surfacing to the surface. Another distinctive feature that determined the sum of priorities among combat qualities and the appearance of second-generation nuclear torpedo boats was their reorientation to solve anti-submarine missions.

Therefore, the development features during the period under review were:

• further improvement of propulsive qualities;
• increased attention to acoustic secrecy and a consistent reduction in underwater noise levels during serial construction;
• increasing the search capabilities of the State Joint Stock Company;
• reducing the number of tanks to a level sufficient to conduct combat with enemy submarines.

For the purpose of full-scale testing of technical solutions, in parallel with serial ones, experimental nuclear submarines were built in the USA: "Tullibee" (SSN597, 1960) - anti-submarine with full electric propulsion and the location of the propeller at an angle to the DP; "Jack" (SSN605, 1967) - with a direct-acting turbine unit and coaxial propellers; "Narwhal" (SSN671, 1969) - with a reactor operating in natural circulation mode.

In the Soviet Union, second-generation nuclear submarines began to be created and entered into service at a later date. The lead boats entered the Navy in 1967, and these were ships of three specialized types: anti-submarine torpedo (Project 671), with anti-ship missiles (Project 670) and with ballistic missiles (Project 667).

The direction of the creation of domestic torpedo nuclear submarines was decisively influenced by the deployment of the Polaris-Poseidon SSBN system in the United States, when 41 missile carriers entered service from 1959 to 1967. Torpedo boats pr. 671 (chief designer - G.P. Chernyshev), pr. 705 (chief designer - M.G. Rusanov, scientific supervisor - academician A.P. Aleksandrov) were created by SKB-143 as anti-submarine ships designed to counter this American SSBN. In total, 55 second-generation torpedo submarines were built in the Soviet Union: 15 units. pr. 671 (1967-1974), 7 units. pr. 671RT (1972-1978), 26 units. pr. 671RTM (1977-1992), 7 units. Project 705 and 705K (1973-1981).

The second generation nuclear-powered ships are characterized by a complete rejection of the compromise of ensuring surface and underwater seaworthiness - a clear choice was made in favor of underwater ones. This made it possible to develop solutions for the shape of the hull, which have not fundamentally changed to this day, and are essentially classic. These solutions are as follows:

• body in the form of a body of revolution with a relative elongation of 8.0-9.5 (“airship” shape);
• the bow part of the hull is in the form of an ellipsoid of rotation, the completeness of which is determined by the dimensions of the hydroacoustic antennas and the placement of the TA;
• the aft part is in the form of a cone with an arcuate generatrix, the shape of which is determined by the optimal operating conditions of the propeller.

To reduce drag and hydrodynamic noise, poorly streamlined parts were completely removed from the hulls, and special shields were used to close the cutouts on the outer hull.

The stern tail of the nuclear submarine also acquired a “classic” appearance. Both in the USA and in the USSR a cruciform tail was adopted, which was optimal both in hydrodynamic characteristics and in simplicity and reliability of control (in contrast to the X-shaped one used on the experimental boat "Albacore" AGSS569). A feature of American boats was the use of full-length tail (balanced vertical rudders) and vertical washers at the ends of the horizontal tail ("Sturgeon" type).

A distinctive feature of Soviet Project 671PTM nuclear submarines is the placement of a towed hydroacoustic antenna on the upper vertical stabilizer of the nacelle.

For the first time in the practice of underwater shipbuilding, on ships of the "Skipjack" type, American designers used wheelhouse rudders, abandoning the bow horizontal ones. This decision was prompted by the desire to remove the rudders from the bow hydroacoustic antennas and reduce hydrodynamic interference. However, due to a decrease in the shoulder, the area of ​​the wheelhouse rudders increases. The impossibility of retracting them at higher speeds leads to a loss of speed of 0.8-1.2 knots, and when operating in the Arctic, in order to ascend and break through the ice, it was necessary to ensure that the wheelhouse rudders were shifted 90 degrees.

Soviet torpedo submarines retained well-proven retractable bow and horizontal rudders, located away from the area where hydroacoustic antennas were located.

In the application of forms of fencing for the deckhouses of multi-purpose nuclear submarines, both sides went their own ways. On American boats, the wing-shaped type of fencing with a minimum width (up to 2 m) was finally established, and on Soviet torpedo boats - the limousine type. This option reflected the views of the designers of the Malachite SPMBM on the optimal shaping of the wheelhouse fencing under the conditions of minimal movement resistance, the influence on the dynamic properties of the submarine during maneuvering and equipment placement. A distinctive feature of the nuclear submarine pr. 705 was the volumetric shape of the fence with a smooth interface of its walls with the hull, this was explained by the need to place a pop-up camera in the fence to rescue the crew in the event of an accident. In longitudinal section, the wheelhouse fence retained its limousine shape.

The development of the architectural and structural type of second-generation nuclear submarines began to be increasingly influenced by factors related to the need to reduce noise. All American ships had a mixed architectural and structural type with a share of single-hull sections of about 50% of the length. A characteristic feature of the new boats was the abandonment of a developed superstructure If the "Skipjack" type still retained a minimal superstructure - a pipeline fairing, then starting with the "Thresher" on multi-purpose boats there is no superstructure at all and the hull has circular cross sections. This architectural and structural type made it possible to obtain the minimum possible total underwater displacement by reducing the permeable parts.

Reducing the total underwater displacement made it possible to reduce the power of the propulsion system and reduce the tension of the propeller at low noise speeds and its noise emission. The abandonment of the superstructure, in turn, also reduced the distortion of the flow flowing onto the propeller and reduced its noise emission.

Soviet nuclear submarines retained the double-hull architectural and structural type. This decision was preceded by intense discussion. The designers of SKB-143, during the development of Project 671 and especially Project 705, sought to implement a single-hull type. The development of the single-hull version of Project 705 was brought to the technical design stage. However, after weighing all the positive and negative aspects of this decision, the Navy command made the final decision to retain the double-hull type on domestic nuclear submarines and ensure a single-compartment unsinkability standard.

In terms of their general layout, the second generation American boats differed significantly from the first nuclear submarines, despite maintaining the hull layout. The entire aft part of the durable hull was allocated for the placement of the power plant and auxiliary mechanisms. Living quarters and the main control posts of the ship were located only in the bow half of the strong hull.

A fundamentally new step was the provision of a nasal tip for placement of a large-sized spherical hydroacoustic antenna. The torpedo armament moved from compartment I to compartment II, and the torpedo tubes were launched through the cone of the durable hull at an angle of about 10 degrees to the DP. This relative arrangement of the main hydroacoustic antennas and TA was first used on the experimental nuclear submarine "Tullibee", and then on the nuclear submarines of the "Tresher" type and on all subsequent ones.

The layout of the second generation Soviet nuclear-powered ships has also undergone changes. A scheme was developed for compact placement of the TA in the bow end in two tiers together with a large cylindrical hydroacoustic antenna. Another new solution was the concentration of living quarters and all control posts of the ship, its weapons and technical equipment in one compartment of the nuclear submarine pr. 705.

This became possible thanks to the widespread introduction of automation tools and a radical reduction in crew size. This approach created conditions for ensuring crew safety at a qualitatively new level. The control compartment was distinguished by high-strength spherical bulkheads, and a pop-up rescue chamber was installed above it in the wheelhouse fencing. In the event of an accident and the threat of death of the submarine, the entire crew, concentrated in one compartment, moved into the rescue chamber, which separated and floated to the surface.

Thus, the main factors determining the architecture of second-generation multi-purpose nuclear submarines were:

• increased focus on reducing noise emissions;
• refusal to combine surface and underwater seaworthiness in favor of the latter;
• transition to a single-shaft design and giving the nuclear submarine hull an axisymmetric shape;
• maintaining the single-compartment standard of surface unsinkability for domestic ships;
• creating favorable conditions for the operation of hydroacoustic antennas.

The appearance of anti-ship missiles located in inclined outboard shafts along the sides of the ship in the Soviet submarine fleet necessitated the creation of a strong hull in the weapon area in the form of a “figure eight” (project 661) or even a “double eight” (project 670). Such forced layout solutions gave rise to quite complex design problems, which were successfully solved, but led to significant weighting of the robust hull structures. But they made it possible to preserve the external streamlined contours of the body of rotation. Preservation of the cylindrical shape of the strong hull in the presence of outboard inclined containers with CR leads to a sharp increase in the width of the ship and contours that are elliptical in cross section (Project 949). This, in turn, increases the total underwater volume and wetted surface of the ship and increases the propulsion power required to maintain a 30-knot range.

On American nuclear submarines, eight Tomahawk missile launchers are located at the bow in the area of ​​ballast tanks. Thanks to the small number of launchers, the placement of missiles slightly (within 2-3 m) increases the length of the ship and has little effect on the wetted surface and speed.

With a delay, the third-generation domestic multi-purpose nuclear submarines Project 945 and 971 entered service in 1984 (8 years after Los Angeles). The main type was the Akula type ships, designed at the Malachite SPMBM under the leadership of General Designer G.N. Chernysheva. One of the main priorities when creating these ships was the indicator of acoustic stealth. As a result, underwater noise levels comparable to those of the Los Angeles-class nuclear submarines were achieved, and the use of small-sized cruise missiles from TA also turned these ships into multi-purpose ones.

When creating the third generation, evolutionary improvement of the body shape and protruding parts continued. The fundamental principles of shaping developed for the second generation have not undergone significant changes. In practical terms, the principle “good hydrodynamics - good acoustics” was established and applied.

Distinctive features of American and Soviet nuclear submarines were various hull extensions. For the "Los Angeles" type, the L/B ratio increased to 10.9, while for the "Bars" type, on the contrary, it decreased to almost 8 (as in Project 705). At the same time, the length of the cylindrical insert of the Los Angeles nuclear submarine was greater than that of Barca (about 50% versus 30%). The American ship was distinguished by a shorter and fuller aft profiled part of the hull.

The reason for the differences in hull elongation lies in the design features of the nuclear submarines of the two countries and, above all, in the adopted architectural and structural type. In the single-hull "Los Angeles" the CGBs were located at the extremities, increasing the overall length of the hull, and in the double-hull "Bars" they were located along the strong hull, increasing the width. A distinctive feature of the Bars-class nuclear submarines was the increased fencing of the wheelhouse. Unlike Project 671, they are equipped with a pop-up rescue chamber, which led to the lengthening of the fence and increasing its width. For American nuclear submarines, the shape of the fence has remained virtually unchanged.

The shape of the rear tail surface remained unchanged - purely cruciform with a towed antenna nacelle on the vertical stabilizer of the Bars. On American boats, the towed antenna is located on the hull along most of its length and is covered by a fairing.

A feature of the Los Angeles nuclear submarine, which entered the fleet in 1988 (San Juan), was the abandonment of wheelhouse rudders and the installation of retractable bow horizontal rudders. This was caused by the ships adapting to sailing in the Arctic.

When choosing an architectural and structural type, each country followed its own path. The Los Angeles-class ships were the first completely single-hull nuclear submarines. Throughout their strong hull there is no lightweight hull or superstructure. The main ballast tanks were finally divided into bow and stern groups and were located at the ends. Thus, the US submarine shipbuilding has completed the evolutionary line of transition to a completely single-hull apxitecture-structural type. It seems that one of the main reasons for this transition was the desire to increase the rigidity of the outer body of the submarine and reduce its vibration excitability under the influence of the oncoming flow.

Domestic nuclear submarines, Project 971, have retained their double-hull architecture in order to meet the requirements of surface unsinkability. Changes in the architectural and structural type and hull layout of the Los Angeles-class nuclear submarine led to a change in the overall layout of the ship. The robust hull is divided only by two inter-compartment bulkheads, which highlight the reactor compartment. Such placement facilitates the layout of equipment, minimizes problems associated with limiting the length of compartments, and simplifies the laying of communication lines. The layout of the Bars-class nuclear submarine was a development of the technical solutions used in the second generation ships and the experience of creating the Project 705 nuclear submarine. It is equipped with a pop-up rescue chamber.

At the same time, despite the different approaches to the choice of architectural and structural type, general trends and directions began to emerge regarding the choice of the shape of the contours, explained by the general physical laws of hydrodynamics and hydroacoustics. These trends are as follows - the contours of the hull are taken in the form of a body of revolution with a single-shaft cone-shaped stern with parabolic contours and the bow end in the form of an ellipsoid of rotation with a completeness coefficient from 0.60 to 0.85. The length of the contours of the bow to the cylindrical insert is from 0.10 to 0.15 of the length of the ship (depending on the sharpness of the contours and the fullness of the bow). The shape of the nasal tip is determined, on the one hand, by the need to ensure a smooth hydrodynamic pressure gradient, which is favorable from the point of view of hydrodynamic resistance, as well as the magnitude of turbulent pulsations in the boundary layer, which determine the hydrodynamic interference of the nasal hydroacoustic antenna. On the other hand, the completeness of the contours is determined by the technical means located at the bow - primarily a hydroacoustic antenna and a torpedo-missile system. Next comes a cylindrical insert, the length of which can occupy up to 50% of the length of the body, or can be practically absent (PL-laboratory pr. 1710) or be small - up to 10% - (project 705). Typically, the length of the cylindrical insert is about 35-40% of the length and is determined by the configuration of the robust housing. With a single-hull architectural type, an extended cylindrical insert cannot be avoided. This slightly increases hydrodynamic resistance, but provides a significant gain in construction technology and the general arrangement of equipment inside a durable housing.

From the point of view of hydrodynamics and hydroacoustics, the contours of the stern end are very important. The length and fullness of the hull at the aft end, the angle of convergence of the hull contours to the propeller determine the flow regime and operating conditions of the propeller, and the coefficients of its interaction with the submarine hull. To obtain optimal values ​​of the associated flow and suction coefficient, this angle with a single-shaft feed is within 10-13 degrees (from one side). The length of the stern end is determined by this hull point angle and ranges from 25 to 40% of the length of the ship. For twin-shaft submarines, in order to increase the propulsive characteristics in Project 661, a forked stern was implemented, as if consisting of two docked single-shaft ends (“pants”).

The configuration, contours and placement of protruding parts on the hull - wheelhouse fencing, stern empennage, fairings of circulation routes - are also determined by the conditions of minimum hydrodynamic resistance, obtaining minimal influence on the velocity field in the propeller disk, as well as the conditions of controllability and maneuverability of the ship, taking into account the placement and equipment layout. For example, in order to reduce the influence of flow around it on the operation of the propeller, the wheelhouse fencing should be located as far forward as possible. On the other hand, in the area of ​​the felling fence, sharp changes in hydrodynamic pressure are formed, which causes an increase in hydrodynamic interference in this area. Therefore, the wheelhouse fencing must be located aft of the bow fairings. And since it is directly connected to the ship’s control center, then, naturally, its placement depends on the presentation of the CPU along its length. The shape and dimensions of the wheelhouse enclosure also influence the propulsion, hydroacoustic and maneuvering qualities of the ship; in many ways, they are also determined by the composition of the equipment and its overall characteristics.

A common feature of third-generation nuclear submarines in the USA and USSR was a noticeable increase in their displacement, which amounted to 50-100% compared to second-generation ships. The reasons for this were the use of mechanisms with high vibroacoustic qualities, the complication and growth of REV, and the creation of more comfortable conditions for crew accommodation.

The characteristic features of the development of the third generation nuclear submarine architecture were:

• completion of the transition to a completely single-hull architectural and structural type (USA);
• compaction of the layout of the bow with placement there of Tomahawk missile launchers (USA) or enhanced torpedo-missile and hydroacoustic weapons (USSR);
• reducing the number of intercompartment bulkheads to a minimum, ensuring the isolation of the reactor block (USA);
• increase in the dimensions of the wheelhouse fencing due to the placement of a pop-up rescue chamber (USSR);
• growth of main dimensions and displacement.

The single-hull architectural type has been preserved on American nuclear submarines. Domestic fourth-generation ships have not yet entered service, so it is premature to consider their architecture.

The submarine fleet has entered the second century of its existence. The architecture and appearance of submarines had reached great perfection by the beginning of the 21st century. However, this does not mean that the architecture will remain unchanged. If we once again list all the constant factors that determine the architecture of a submarine, namely: stealth, propulsive qualities, survivability and unsinkability, combat load and stability, manufacturability of construction, relative position of weapons and developed hydroacoustic antennas, it should be noted that the priority factor is stealth - quality that determined the appearance of this class of ships. Based on this priority and in compromise with all other factors, the single-hull architectural type will be preferable.

However, new tactics for using submarines, taking into account action off the coast, in shallow water, and the possible use of various mobile, changing combat loads, may require and determine the use of a double-hull type.

Such advanced, promising technologies of underwater shipbuilding as the abandonment of retractable devices that penetrate inside the durable hull, control of flow noise and control of the ship’s boundary layer and its hydrodynamic field, the use of electric propulsion, the use of new types of coatings, cover hydroacoustic antennas, integrated antenna communication systems, etc. , will undoubtedly influence the formation of the external appearance of the ship and its architecture, so designers will have a wide field of activity in this regard.