In the "Independent military review" published an interview with the General Director of JSC "Central design Bureau of marine technology" Rubin "(part of JSC "United shipbuilding Corporation")Igor Vilnia.
Autonomous uninhabited underwater vehicle for ultra-deep diving "Vityaz-D "(C) JSC "Central design Bureau of marine engineering" Rubin"
- Igor Vladimirovich, this year the uninhabited underwater vehicle "Vityaz-D", developed by the Central design Bureau "Rubin", plunged into the Mariana trench. What else is in demand or may be in demand by customers in the near future?
- Both in Russia and in the world, the demand for underwater uninhabited equipment can be divided into three segments: scientific, commercial and military. In all three segments, a variety of devices are in demand - from small-sized ones with a short range to large ones with great autonomy. So far, a feature of the Russian market is the predominance of demand from law enforcement agencies. However, it is Vityaz that shows that this situation is gradually changing and there is a demand for scientific underwater equipment. I hope that our small devices " Amulet "and" Talisman " due to their compactness and low cost will simplify the formation of such demand, because it is no secret that the budgets of scientific institutions are small.
At the intersection of scientific and commercial areas is the issue of offshore oil and gas exploration in freezing seas - so far this is mainly a scientific problem, but it has a distinct commercial potential. Today we have in development is a whole complex of uninhabited vehicles for under-ice seismic exploration, this is the direction we believe is very interesting.
Unfortunately, so far we do not see the demand for underwater robotics from commercial customers, despite the fact that underwater work in our country is carried out quite actively. Perhaps the relevant tasks are solved by previously purchased foreign devices, perhaps a reasonable conservatism of potential customers also plays a role - it is better to invest in proven equipment. However, in both cases, time works for us, and we, in turn, are preparing new devices for this segment of the market.
- The displacement of The first I. G. Bubnov submarines was about a hundred tons, modern submarines are much larger, and the underwater displacement of the world's largest nuclear submarine "Akula", designed by "Rubin", according to open sources, exceeds 40 thousand tons. Will the size of uninhabited underwater vehicles grow at the same rate, will they reach hundreds of tons?
- Displacement-a mirror that reflects the capabilities of both the ship and industry. Over the past 120 years, the functionality of boats has grown many times, hence the increase in displacement. The same considerations apply to uninhabited underwater vehicles: the higher the customer's requirements, the larger the devices he will need. Already today there are underwater vehicles weighing fifty tons, the rate of growth in the size of uninhabited underwater equipment is even higher than in the inhabited one. However, this does not mean that all devices will be like this, both the five-ton Vityaz-D and the small Amulet weighing 15 kg have their own tasks. The main criterion for a robot is its efficiency; therefore, no one will increase the size of the device and create difficulties with its release and reception, if this can be avoided.
- A popular book by James Delgano about the history of submarines was published in Russia under the title "Silent killers". And when about the combat submarines of the future it will be possible to speak figuratively as about "automatic machines" operating without a crew? Remote-controlled and fully Autonomous combat boats, tanks and unmanned aerial vehicles have already been created. When will it be the submarines ' turn?
- To answer this question, we will have to touch not only on technical aspects, but also on moral ones. The main problem is the responsibility for the use of weapons. It is clear that a fairly complex algorithm can control the robot's movement or even recognize targets. Modern submarines are unthinkable without automation, because the processes that occur in the reactor or during multiple rocket fire are too complex and fleeting for a person. But the decision to use weapons is always left to the person who presses the "salvo" button. Because only a person can be responsible for the consequences, including possible mistakes. Currently considered "Autonomous" aircraft, boats and tanks maintain two-way communication with the control point, where the person pressing the same button is located. When will a stable and secretive channel of communication be established with boats located hundreds and thousands of miles from the shore, at depths of hundreds of meters or under many meters of ice? This is a question of the future. Which one? Time will tell.
- The first submarine of the Russian fleet in the far East was the German-built Trout, which implemented the principle of "full electric propulsion". How do you feel about the idea of creating nuclear submarines with a power plant based on the principles of full electric propulsion?
- This is quite a relevant idea. On its example, it is clearly visible that technology develops in a spiral: we periodically come to the revival of old ideas, but at a new technical level, and sometimes with new tasks. Today, the goal of introducing electric propulsion on nuclear submarines is to reduce their noise. Undoubtedly, the power plant with a high-power propeller motor in terms of reducing noise opens up great prospects.
- Compact nuclear reactors have been developed. They were placed on space satellites, and today we hear from high stands about new Russian developments in cruise missiles and torpedoes with power plants, which are based on the processes of splitting the atomic nucleus. Maybe in underwater shipbuilding it makes sense to return to projects such as "Dollezhal's eggs" and similar ones, where a compact reactor was used to recharge the batteries of experimental diesel-electric submarines?
- We periodically carry out such studies, we are also aware of foreign works on this topic. In theory, boats with low-power, auxiliary nuclear reactors can be relatively small in size and cost. However, as in many other cases, the devil is in the details. Even a low-power reactor requires the same safety measures at sea and at the pier as a full-size one. It puts forward the same requirements for crew training, coastal infrastructure, etc. by itself, replacing diesel generators with a reactor with turbo generators does not solve the problem of stealth, because the greatest disadvantage of a diesel submarine is not the periodic contact with the atmosphere itself, but the high noise of the diesel engine. Practice shows that it is just as difficult to de-noise a "small" nuclear power plant as a "large"one. Therefore, the idea of a submarine with "auxiliary" nuclear power plants is good only for certain conditions and tasks, and therefore it is unlikely that such ships will become mass-produced in the foreseeable future.
"Project 636.3 is the pinnacle of the long evolution of the original Varshavyanka. Is that all? Are the design reserves exhausted? What's next?
- December 31 of this year will mark the 40th anniversary of the transfer of the first Varshavyanka to the Navy - the lead submarine of project 877. During this time, Rubin provided the construction of 71 submarines under projects 877 and 636, and all of them were transferred to customers on time.
Project 636.3, developed by order of the Russian Navy, is a deeply modernized submarine, which has nothing in common with the original Varshavyanka, in fact, only the hull. The requirements for submarines have changed today, but a significant modernization reserve, originally laid down in the project, allows us to take this into account. The combat effectiveness of modern diesel-electric submarines of project 636 is significantly higher than those built in the past.
In the foreign market, we offer the next-generation project "Amur 1650", but also" Varshavyanka " retains its position. It can be delivered in various versions, including the installation of equipment of a foreign customer.
- "New ship in the old hull" - this phrase is relevant today for surface shipbuilding. It is enough to mention the reconstruction of "Gorshkov" in "Vikramaditya" and the ongoing modernization of "Nakhimov" at Sevmash. Are there any similar examples for submarines? Is this direction relevant?
- Our Bureau has repeatedly performed such work. Today we are working on the modernization of nuclear submarines of project 949A. In the future, such upgrades and re-equipment will probably become commonplace - due to financial constraints, the service life of ships is increasing, and maintaining them at a modern level requires more and more effort. We take this trend into account when designing new ships, the possibilities and directions of their future modernization are discussed with the Navy at the earliest stages of the project.
- The construction of submarines of "Lada" has been much delayed. The lead "St. Petersburg" has not completed pilot operation, and the first serial "Kronstadt" has been afloat for a year and a half, but has not yet begun full-scale acceptance tests. At the same time, there is great progress in the construction of nuclear-powered cruisers of the Borey-A project and the dapl of the 636.3 project. it Seems that work on the "Ladakh" is carried out on a residual basis. Is it true? And what is needed to speed up the work on project 677?
- The lead ship has successfully completed the pilot operation program. The corresponding final act was approved by the Navy. Since the Navy of the Russian Federation has established additional requirements for improved project "Lada", we have made significant progress. Not everything can be said, this is the prerogative of the customer. As you know, the Ministry of defense of the Russian Federation has contracted a series of these ships. As for the further development of the project, we presented our developments to the state customer.
- Experts Express the opinion that non-nuclear submarines with VNEU are needed by Russia for operation in the North, where, taking into account the ice situation, underwater autonomy is important. Do you agree with this opinion?
- Where exactly to use non-nuclear submarines with VNEU, the state customer decides. We can only say that the Lada-type submarine performed well during tests both in the Baltic and in the Northern fleet's training grounds.
- Thanks to projects 877 and 636, Russia has become one of the world's largest exporters of diesel fuel. However, in recent years, we have seen few direct sales of submarines abroad, and licensed construction in the customer countries has come to the fore. So, Italy, Turkey and South Korea collect boats of German projects, India, Pakistan, Brazil and Australia - French, etc. What do you think, can there be a situation in which direct sales of diesel engines will completely remain in the past, and the buyer countries will build submarines themselves according to foreign drawings? Can Russia fit into this new scheme of implementing non-nuclear underwater technology?
- On the one hand, I would not expect that direct sales or any other tool will completely remain in the past. Over the past decades, we have repeatedly heard: "nuclear boats will completely replace diesel", "no one will buy a submarine without VNEU" and the like. All these slogans were too bold. The needs of the customer countries are so diverse that a variety of technical and organizational solutions find their niche in the market. On the other hand, the trend of building in the customer's shipyards is really becoming more and more tangible. Our Bureau is also preparing to work on such a scheme, working with industry and the Indian Navy under the 75 Program, and on the construction of six new submarines in India.
At the same time, it should be understood that a modern submarine is a very complex machine, for its construction it is necessary not only to buy drawings, but also to create a production and test base, prepare production and engineering personnel, establish a system of equipment supply and quality control, and so on. All this is included in the concept of "technology transfer" and is impossible without the support of the project developer. The transfer of knowledge and skills developed over decades requires a much higher level of interaction between the developer and the buyer than simply obtaining a set of drawings. The level of technology transfer that the supplier is willing to go to can also be very different - there are both commercial aspects and security issues. Our experience allows us to navigate with confidence in all these issues.
- After the construction of the "Dolphin" and the subsequent series of ships of the "Kasatka" type, which were distinguished by a single-hull design, rotating torpedo tubes of Dzhevetsky and other distinctive features, the world community of shipbuilders began to talk about the so-called "Russian type of submarine". Do you think it is possible to use this term today in relation to the underwater technology of the present time? Do modern Russian submarines have any features that are not typical of foreign submarines, especially American and European ones?
"Of course you can. The boats of each country that has managed to create and preserve the school of underwater shipbuilding have their own recognizable and unique appearance. Soviet and modern Russian schools are distinguished by a great attention to the constructive provision of unsinkability and explosion and fire resistance. As well as the desire to reduce the number of crew due to a high level of automation, high standards of habitability-the conditions on our submarines are in many ways better than those of our foreign colleagues, and a number of other aspects that are not very noticeable at first glance. There are differences in small things. For example, Russian non-nuclear submarines have an external anti-hydrolocation coating, whereas on foreign boats it is extremely rare, and the method of loading ammunition through the upper torpedo tubes is called "Russian"all over the world.
- According to the memoirs of B. M. Malinin, when the restoration of the fleet began after the Civil war in the Soviet Union, it was not possible to find any recommendations, instructions and textbooks on the design and construction of submarines, and this despite the fact that tsarist Russia had a fairly strong and developed sub-fleet. It turned out that together with Bubnov, his experience went away, his followers had to learn a lot of things anew with their minds and from foreign textbooks. What efforts does Rubin make to prevent this story from repeating itself? It is known that the textbook Yu. N. Kormilitsyna and O. A. Chalisova ("Device submarines"), came the memoirs of S. N. Kovalev, I. D. Spassky. What other examples of the transfer of shipbuilding experience by Rubin veterans to the next generations of shipbuilders could you give?
- Yes, this story is an instructive example of what happens if you stop the flywheel of boat design and construction for at least a short time, even for the most objective reasons. Fortunately, the second such failure in the history of domestic submarine shipbuilding did not happen even in the most difficult years for the country. In the process of accumulation and transfer of experience, several layers can be distinguished: work with universities, transfer of experience within the Bureau and exchange of experience with colleagues. In the first layer, our Bureau closely interacts with leading universities in their specialization-Spbgmtu ("Korabelka"), "Voenmekh" and others. The staff of the Bureau conducts classes at these universities, and students practice at the Bureau.
The second layer is the training of young specialists in the Bureau. As part of the internship, young employees listen to lectures by leading employees, visit construction plants and even pass mini-exams. During the annual youth scientific and technical conference "Looking into the future", dozens of young specialists of our Bureau, construction plants and our contractors present their ideas and receive an objective assessment of their work by experienced employees of the Bureau. The next most difficult layer is publications and research papers. Over the past 10 years, we have defended three doctoral and seven PhD theses. Our experience is also reflected in the regulatory documentation: Rubin is a developer of a number of industry standards. All these efforts allow us to be confident that the next generation of designers will be able to rely on 120 years of our experience and successfully solve the increasingly complex challenges posed by the dynamic modern world.
