A multi-purpose modular polar submersible vehicle

Abstract

The application designs a multipurpose modular polar submarine carrier, which comprises a comprehensive control room, a multipurpose cabin, a power device cabin and a water pressure cabin, and each cabin is communicated through a cabin access door; the comprehensive control room is composed of a control room, a rest room, an emergency passage and a navigation and obstacle avoidance module; the multipurpose cabin is flexibly divided into spaces through a cabin partition; the power device cabin is provided with a power module, a control module and a propulsion module, a rudder is installed on the top, horizontal rudders are arranged on both sides, and a propulsion device adopts three independently operated propulsion propellers; the application solves the problem of poor universality of the existing polar shipping ship, improves the adaptability to the polar ice environment and the load universality through the cabin modularization and the multi-paddle independent driving design, the structure layout is reasonable, the control is stable, and various use requirements such as polar shipping, scientific investigation and underwater operation can be met.

Description

Technical Field

[0001] This invention relates to the field of high-end polar equipment technology, specifically to a multi-purpose modular polar submersible vehicle suitable for Arctic underwater navigation. Background Technology

[0002] The Arctic shipping routes, primarily the Northeast Passage and the Northwest Passage, are vital potential maritime transport routes connecting Eurasia and North America. In recent years, the region's commercial shipping potential has gained increasing attention due to the intensified seasonal variations in Arctic sea ice caused by climate change. However, the Arctic Ocean is characterized by consistently low temperatures, high salinity, high waves, and sea ice cover. Ice thickness and distribution exhibit significant seasonal variations, accompanied by dense pack ice and iceberg drift. These environmental conditions place high demands on ship structural strength, ice-resistant capabilities, propulsion system stability, and navigation system reliability, making it difficult for traditional vessels to achieve long-term stable operation in the Arctic region.

[0003] Currently, Arctic shipping mainly relies on nuclear-powered icebreakers, conventionally powered icebreakers, and ice-class transport vessels. Nuclear-powered icebreakers have strong icebreaking capabilities, but their construction and maintenance costs are high, and they involve nuclear safety and international regulatory issues; their propulsion systems are prone to failure, and the noise and exhaust gases generated by the power system cause some interference to the polar ecosystem. Conventional-powered icebreakers experience changes in lubricant viscosity and accelerated corrosion of metal components in the low-temperature polar environment, resulting in decreased propulsion efficiency; their icebreaking capabilities are insufficient when facing thick ice or complex ice conditions, and they still need to rely on lead icebreakers for navigation in the thick ice conditions of winter, making it difficult to independently guarantee year-round passage. Ice-class transport vessels are prone to brittle fracture of hull materials in the low-temperature, high-salt polar environment, and rubber seals harden and fail, leading to leaks or equipment failures; in addition, the strong Arctic magnetic field interferes with GPS signals, and ice sheets block satellite communications, often causing problems such as decreased navigation accuracy or communication interruptions.

[0004] In terms of navigation and communication, the complex geomagnetic environment in the high latitudes of the Arctic significantly interferes with the accuracy of traditional magnetic compass navigation; the low satellite coverage angle in the polar region leads to a decrease in the stability of satellite navigation signals in some areas; and the thick ice layer shields radio communication, making it difficult for vehicles to maintain continuous communication with the shore-based center while under the ice.

[0005] Existing polar vessels also suffer from significant limitations in their cabin structure. Traditional polar ships are primarily designed for single transport functions, with fixed cabin layouts that make it difficult to flexibly switch between cargo transport, polar scientific research, and marine environmental monitoring to meet different mission requirements. Regarding propulsion systems, existing vessels typically use fixed propulsion devices, resulting in insufficient maneuverability in the narrow spaces under ice and difficulty navigating the complex navigation environments of areas with dense ice ridges. In terms of personnel support, existing polar vessels have limited ability to actively regulate cabin temperature, humidity, and air quality, leading to poor living conditions for personnel during long-term polar voyages; emergency escape routes are poorly designed, resulting in low evacuation efficiency in the event of sudden emergencies under the ice.

[0006] Therefore, existing polar underwater vehicles still have significant shortcomings in terms of cabin versatility, ice-covered maneuverability, and adaptability to polar environments. It is necessary to propose a multi-purpose modular polar underwater vehicle with flexible cabin layout, independent and controllable propulsion system, comprehensive navigation and obstacle avoidance capabilities, and complete personnel support facilities to improve the safety, flexibility, and practicality of polar ice-covered navigation. Summary of the Invention

[0007] The purpose of this invention is to overcome the problems of poor versatility, fixed cabin layout, and inability to navigate year-round in existing polar shipping vehicles, and to provide a multi-purpose modular polar submersible vehicle. This polar submersible vehicle, through its modular cabin layout, submersible navigation, and multi-propeller independent drive design, improves its adaptability to the polar sub-ice environment and its payload versatility, meeting various usage needs such as polar scientific research, material transportation, and underwater operations.

[0008] To achieve the above objectives, this invention provides a multi-purpose modular polar submersible vehicle with a streamlined overall design. The main body of the hull is an elongated elliptical cylinder with tapered conical transitions at both ends, and an elliptical cross-section in the middle. This design maximizes internal space utilization while ensuring structural strength, adapting to the resistance and stability requirements of sub-ice navigation in the Arctic. The vehicle has a large displacement and dimensions, its conventional diving depth meets the needs of sub-ice navigation, and its maximum pressure resistance depth can cope with underwater ice ridges and sudden obstacles.

[0009] The specific solution of the present invention is as follows: A multi-purpose modular polar submersible is mainly composed of an integrated control room (1), a multi-purpose compartment (2), a power plant compartment (3), and a pressurized water compartment (4). The different compartments are connected by compartment access doors (8) to form a functional layout that runs through the entire submarine.

[0010] The integrated control room (1) is located in the bow area of ​​the submersible vehicle and consists of a control room (101), a rest room (102), an emergency passage (103), and a navigation and obstacle avoidance room (104). The control room (1) is the central command unit of the vehicle, integrating control equipment such as radar and sonar, and is responsible for the unified scheduling and control of the power system, propulsion system, navigation system, and various functional compartments. An electrical connection is established between the control room (101) and the control module (302), and the power ladder output is controlled in real time through a central algorithm. It can also establish a data connection with the shore-based control center through satellite communication, underwater acoustic communication, etc., to realize a dual-layer control mode that combines centralized shore-based monitoring with autonomous vehicle operation.

[0011] The lounge (102) simulates a "quasi-normal temperature environment" by actively regulating the temperature, humidity and air quality inside the cabin, reducing the impact of the polar environment on the human body. The temperature inside the cabin is maintained within a suitable range, the humidity is controlled within a reasonable range, and an artificial sunlight system is provided to maintain the normal biological rhythm of personnel, which can meet the needs of several people staying for more than ten consecutive days.

[0012] The emergency passage (103) connects to the access doors of each compartment, forming an emergency escape route that runs through the entire vessel. The top of the emergency passage is equipped with an independent pressure-resistant and heat-insulated escape chamber. The chamber can withstand high water pressure and polar low temperature environments, and is equipped with survival supplies and ice drilling equipment, which can penetrate thick ice layers and float to the ice surface.

[0013] The navigation and obstacle avoidance room (104) is equipped with an integrated inertial navigation module, a sonar detection module, and an underwater monitoring module for autonomous positioning and obstacle identification in the polar sub-ice environment. The inertial navigation module consists of a gyroscope and an accelerometer, which can provide autonomous navigation capabilities in the sub-ice environment without satellite signals; the sonar obstacle avoidance unit consists of a forward-scanning sonar and a side-scanning sonar. The forward-scanning sonar is installed at the bow and is used to identify the channel information, ice ridges, icebergs and underwater obstacles in real time. The side-scanning sonar is installed on both sides of the hull and provides lateral environmental information. Together, they form a three-dimensional obstacle avoidance perception system under the ice.

[0014] The multi-purpose compartment (2) is located in the central area of ​​the submersible and occupies the main space of the submersible. The interior of the compartment is flexibly divided by the compartment partition (9). The compartment partition (9) adopts a detachable sealed connection structure, which can flexibly allocate the interior space of the compartment according to the type of transported goods and transport requirements. The multi-purpose compartment (2) can be configured into different functional areas according to mission requirements. When performing cargo transport missions, it can be divided into three types of cargo compartments: container area, refrigerated area and shockproof area: the container area is compatible with standard containers and can be stacked in multiple layers; the refrigerated area is suitable for materials that need to be stored at low temperatures; the shockproof area is suitable for transporting precision equipment such as scientific research instruments. The multi-purpose compartment (2) can also be set up as a separate large compartment for transporting large mechanical equipment. When performing polar scientific research missions, the space configuration can be adjusted through the detachable partition, scientific research monitoring modules can be connected, underwater robots, water sampling devices and expandable laboratories can be equipped, and the functions of cargo transport and scientific research operations can be switched. The multipurpose compartment (2) is equipped with pressure, temperature and humidity sensors to monitor the environmental data inside the compartment in real time and transmit the data to the control room (101) for comprehensive processing.

[0015] The power plant compartment (3) is located at the stern of the submersible and consists of a power module (301), a control module (302), and a propulsion module (303). The rudder (5) is located above the control module (302), and the horizontal rudder (6) is located on both sides of the control module (302), together realizing the attitude adjustment and heading control of the vehicle underwater. The power module (301) adopts a diesel-natural gas hybrid power system. The main power unit adopts multiple four-stroke medium-speed diesel / natural gas dual-fuel engines, and liquefied natural gas is used as the main fuel to meet the environmental protection requirements of the Arctic emission control area. The backup power module is a high-energy battery pack. When the main power system fails or noise emissions need to be reduced, the control module (302) can automatically switch to the backup power module to ensure the navigation capability of the vehicle.

[0016] The propulsion module (303) uses a permanent magnet synchronous motor-driven propeller. The propulsion device uses three independently operating propellers (7), and the operating status of each propeller can be independently controlled according to navigation needs. The three-propeller independent drive design allows the vehicle to achieve flexible steering through differential control, and has strong maneuverability in narrow spaces under ice and areas with dense ice ridges. When a single propeller fails, the remaining propellers can still maintain the basic propulsion capability of the vehicle, improving system reliability.

[0017] The ballast chamber (4) is located at the bottom of the submersible vehicle and is used to adjust the buoyancy and pitch attitude of the vehicle through injection and drainage operations. In conjunction with the propulsion module, rudder and horizontal rudder, it enables the vehicle to accurately dive, rise and maintain its attitude underwater.

[0018] Compared with existing technologies, the present invention has the following advantages: by using submerged navigation to avoid the obstruction of thick ice, the transport vehicle can still navigate in the polar winter; by using modular structural design to improve the system's mission adaptability, the same vehicle can perform multiple tasks such as transportation, scientific research and environmental monitoring; by using a dual-layer control system and autonomous navigation capability, the safety and efficiency of navigation in the complex polar environment are improved; and by using a main and backup power system and intelligent energy management mode, the reliability of system operation and energy utilization efficiency are improved. Attached Figure Description

[0019] Figure 1 A longitudinal cross-sectional view of a multi-purpose modular polar submersible vehicle; Figure 2 A top view of a multi-purpose modular polar submersible vehicle; Figure 3 A transverse cross-sectional view of a multi-purpose modular polar submersible vehicle; Figure 4 The integrated control compartment for a multi-purpose modular polar submersible vehicle; Figure 5 A schematic diagram of the side-opening door of a multi-purpose modular polar submersible vehicle; Figure 6 A schematic diagram of a top-opening door for a multi-purpose modular polar submersible vehicle; Figure 7 The power plant compartment for a multi-purpose modular polar submersible vehicle. Detailed Implementation

[0020] To make the objectives, technical solutions, and practical effects of this invention clearer, the multi-purpose modular polar submersible vehicle of this invention will now be described in detail with reference to the accompanying drawings.

[0021] Example 1: The multi-purpose modular polar submersible vehicle of this invention adopts a streamlined submersible shape. The main body of the hull is a long elliptical cylinder with tapered conical transitions at both ends. The central cross-section is elliptical, with a total length of 260 meters and a maximum diameter of 22 meters. The interior of the vehicle is connected by compartment access doors to form four functional compartments. Each compartment adopts a modular design, which can be quickly adjusted and configured according to mission requirements.

[0022] The integrated control room is located in the bow area, occupying 1 / 10 of the bow section. It consists of a control room, a rest room, an emergency exit, and a navigation and obstacle avoidance room. The control room serves as the vehicle's central command unit, integrating radar and sonar control equipment. The rest room is located aft of the control room and connected to it via a bulkhead door. The emergency exit is arranged longitudinally along one side of the compartment. The navigation and obstacle avoidance room is adjacent to the control room, installed as an independent compartment on the top of the control room, and connected to it via a passageway.

[0023] The multi-purpose compartment is located in the midsection of the vessel, occupying two-thirds of the main compartment. It is divided by bulkheads, the number of which is determined by the cargo transport requirements. It employs a detachable, sealed connection structure that engages with sliding rails on the hull's inner wall, allowing for flexible configuration for cargo transport or scientific research operations. In this embodiment, the multi-purpose compartment uses side-opening doors located on both sides of the hull, suitable for lateral loading and unloading of standardized materials such as containers and palletized goods, facilitating lateral lifting operations during docking at ports or floating platforms. The power plant compartment is located at the stern, occupying one-fifth of the hull section, and consists of a power module, a control module, and a propulsion module. The rudder is located above the control module, and the horizontal rudders are located on either side of the control module. Ballast water compartments are distributed at the bottom of the hull and on both sides of the outer hull, connected to the ballast water pumps in the power plant compartment via pipelines, enabling buoyancy and pitch adjustment of the vessel.

[0024] The cabin access doors are designed with watertight pressure resistance. The access door between the integrated control room and the multi-purpose cabin is located slightly above the longitudinal centerline. There are two access doors between the multi-purpose cabin and the power plant cabin, located on the upper and lower levels of the middle section, forming a dual-channel layout. The emergency passage is laterally connected to each access door, forming an emergency escape route that runs through the entire submarine.

[0025] The propulsion module employs three independently operating propellers. The main propeller is located on the centerline at the stern of the hull, with auxiliary propellers symmetrically arranged on either side in front of the main propeller, forming a triangular configuration. Each propeller is driven by an independent permanent magnet synchronous motor. The three motors are connected to frequency converters within the control module via cables. The control panel inside the control room has independent control switches for each propeller, allowing for individual speed settings. When the vehicle needs to turn, the control module receives a turning command from the control room and adjusts the speed difference between the two auxiliary propellers to achieve turning. If one propeller malfunctions, the operator activates a single-propeller emergency mode. The control module automatically cuts off power to the motor on the faulty side, adjusts the thrust distribution of the remaining two propellers, and compensates for yaw using the rudder, maintaining the vehicle's basic propulsion capability and directional stability.

[0026] The multi-purpose compartment features a modular, detachable bulkhead design. The bulkhead's main body is a lightweight composite frame covered with sealing rubber layers on both sides. The frame edges have clips that engage with pre-embedded sliding rails on the hull's inner wall. Quick-locking mechanisms are located at the top and bottom, locking via a rotating handle. An inflatable sealing ring ensures watertight isolation between the bulkhead and the hull. Disassembly involves releasing the locking mechanism, pulling out the clips, and sliding the bulkhead along the rails to the storage slot. Installation involves pushing the bulkhead into the target position along the rails, pressing down the clips, rotating the handle to lock, and finally inflating the sealing ring to the specified pressure. In cargo transport mode, all compartment bulkheads are removed, creating a large, open space with three adjustable shelves accommodating standard container stacking. In scientific research operation mode, bulkheads are installed to divide the compartment into a front scientific equipment area, a middle sample storage area, and a rear general cargo area. The front area has its shelves removed, and a scientific monitoring module interface is installed to connect underwater robot deployment devices, water sample collection devices, and expandable laboratory equipment.

[0027] The navigation and obstacle avoidance room is arranged adjacent to the control room as an independent compartment, integrating the inertial navigation unit and the sonar obstacle avoidance unit. The inertial navigation unit uses a combination of high-precision fiber optic gyroscopes and accelerometers to measure the vehicle's three-axis angular velocity and acceleration in real time, providing autonomous navigation capabilities in environments without satellite signals under ice. The sonar obstacle avoidance unit includes forward-looking sonar and side-scan sonar. The forward-looking sonar is installed below the bow to identify ice ridges, icebergs, and underwater obstacles ahead, while the side-scan sonars are symmetrically installed on both sides of the hull to generate images of the side environment. Sonar data is transmitted via watertight cables to the signal processing unit in the control room, where it is processed and displayed as a three-dimensional environmental situation map, providing decision-making support for operators.

[0028] The central controller in the control room collects operating parameters in real time through multiple sensors, including cargo hold pressure sensor monitoring load data, speed sensor measuring water velocity, ambient temperature sensor collecting outside water and air temperature, and ice thickness information obtained through forward-looking sonar image analysis. The central algorithm performs weighted fusion of the data from each sensor to establish a mathematical model of the current operating conditions. Based on the preset dynamic drag characteristic curve, it calculates the theoretical power required to maintain the target speed. After adjusting for environmental factors, it outputs stepped power commands, discretizing the continuous power demand into multiple levels. The control module distributes the commands to each power unit to achieve stepped adjustment of power output.

[0029] The power module employs a dual-fuel system of diesel and natural gas, with its core configuration consisting of three four-stroke medium-speed engines equipped with a dual-fuel injection system. Under normal operating conditions, natural gas mode is prioritized. When the natural gas supply pressure is detected to be below a threshold or an emission control area restriction command is received, the control module automatically triggers a switching program, gradually reducing the natural gas injection quantity while simultaneously increasing the diesel injection quantity to achieve fuel switching. The propulsion system is electrically driven, with the engine driving a generator set to produce electricity, which is then distributed to the permanent magnet synchronous motor in the propulsion module via a transformer. The frequency converter within the control module adjusts the frequency and phase of the motor stator current according to the speed commands from the central controller, achieving precise speed regulation and torque control of the propeller.

[0030] The emergency exit is located longitudinally along the side of the integrated control room, connecting laterally with the access doors to each compartment. Starting from the control room, personnel enter the upper passage of the multi-purpose compartment through the first access door, then enter the emergency evacuation area of ​​the power plant compartment through the second access door, and finally reach the launch position of the escape capsule at the stern. In the event of an emergency in the main compartment, personnel enter the emergency exit through the nearest access door from their compartment and evacuate according to the signs. If the main passage is blocked, the lateral connecting doors between compartments can be used to switch to the backup passage. After reaching the stern, personnel enter the pressure-resistant and heat-insulated escape capsule, which slides along a track to the top launch position, where it is launched by a catapult to break through the ice and surface.

[0031] The lounge, located on the wing of the main control room, is designed to accommodate four to six people. It maintains a near-normal temperature environment through a temperature control system, humidity control, air circulation system, and artificial lighting system. The temperature control system uses a combination of electric heating and a heat pump, delivering hot air into the cabin through ducts to maintain a temperature between 18 and 22 degrees Celsius. Humidity control uses dehumidifiers to maintain a relative humidity between 40% and 60%. The air circulation system completes two full-cabin air exchanges per hour, with fresh air filtered through three stages before being introduced, and is equipped with an oxygen generator and a carbon dioxide absorber. The artificial lighting system is located on the ceiling of the living area, automatically adjusting the illumination according to specific time-of-day patterns to maintain the normal biological rhythms of the personnel.

[0032] The main difference between Example 2 and Example 1 lies in the opening method of the multi-purpose cabin and the power backup scheme.

[0033] The multi-purpose compartment features a top-opening door located on the top deck of the hull. This design is suitable for handling large machinery, scientific instruments, and other cargo requiring vertical lifting and unloading, facilitating top-lifting operations in open ice areas or with the assistance of surface support platforms. Furthermore, the multi-purpose compartment is equipped with four bulkheads, forming five independent compartments for the separate storage of refrigerated cargo, ambient temperature containers, shockproof precision instruments, scientific equipment, and general supplies. The backup power module in the propulsion compartment utilizes a high-energy battery pack. In the event of a main propulsion system failure or a need to reduce noise emissions, the control module automatically switches to battery power to maintain basic navigation capabilities. The remaining structure and connections are the same as in Embodiment 1.

[0034] Those skilled in the art can make various modifications or substitutions to its structure and form without departing from the technical concept of the present invention. The scope of protection of the present invention shall be determined by the scope defined in the claims.

Claims

1. A multi-purpose modular polar submersible vehicle, characterized in that it includes an integrated control room (1), a multi-purpose compartment (2), a power plant compartment (3), and a pressurized water compartment (4), with different compartments connected by compartment access doors (8); The integrated control room (1) consists of a control room (101), a rest room (102), and an emergency exit (103); The multi-purpose compartment (2) is divided into compartments by compartment partitions (9), and the number of compartment partitions (9) is set according to the needs of transporting goods; The power plant compartment (3) consists of a power module (301), a control module (302), and a propulsion module (303). The rudder (5) is located above the control module (302), and the horizontal rudder (6) is located on both sides of the control module (302).

2. The multi-purpose modular polar submersible vehicle according to claim 1, characterized in that, The multipurpose compartment (2) adopts a side-opening door (201) or a top-opening door (202) to accommodate the loading and unloading of different transported goods.

3. A multi-purpose modular polar submersible vehicle according to claim 1, characterized in that, The propulsion system of the power plant compartment (3) uses three independently operating propellers (7), and the operation status of the three propellers is controlled according to the navigation needs.

4. A multi-purpose modular polar submersible vehicle according to claim 1, characterized in that, The compartment partition (9) of the multipurpose compartment (2) adopts a detachable sealed connection structure, which can flexibly allocate the space of the multipurpose compartment (2) according to the type of transported goods and transport requirements.

5. A multi-purpose modular polar submersible vehicle according to claim 1, characterized in that, The navigation and obstacle avoidance module of the integrated control room (1) is used for positioning and obstacle identification in the polar sub-ice environment.

6. A multi-purpose modular polar submersible vehicle according to claim 1, characterized in that, The control module (302) of the power plant compartment (3) is scheduled by the control room (101) and controls the power module and propulsion system to adaptively output through the central algorithm to achieve navigation and waterway matching.

Images