Integrated mission planning tool

Abstract

The present invention relates to a method for mission planning of a submarine, wherein the submarine has a first external air dependent energy generation device, a first energy storage device, a driving engine, further consumers and at least one ship control system, wherein the submarine has a first fuel storage tank for the first energy generating device, wherein the first energy generating device has a first maximum output, wherein the first energy storage device has a second maximum output, wherein the first energy storage device has a maximum charging capacity, wherein the ship control system has an electronic sea chart, wherein the method comprises the following steps a) specifying waypoints, b) specifying target parameters to the waypoints, selected from the group comprising bearing, speed, depth, time, time window, mission specifications, minimum charge state of the first energy storage device, c) specifying target parameters between each two successive waypoints, selected from the group comprising depth, speed, highest speed, mission specifications, minimum charge state of the first energy storage device, d) detecting the fill level of the first fuel storage tank, e) detecting the charge state of the first energy storage device, f) calculating a proposed route including the bearing, speed, depth, use status of the first energy generation device, use status of the first energy storage device taking into account the specifications from steps a) to c) as well as the data collected in steps d) and e).

Description

[0001] Integrated mission planning tool

[0002] The invention relates to an integrated mission planning tool which enables the planning of a mission, in particular consisting of route sections with assigned tasks, for a submarine taking into account energy reserves and boundary parameters.

[0003] Simple route planning is common today and is standard in many cars and on most mobile phones for road traffic. Such systems are also considered common in commercial shipping. It is also common to choose between a fastest or an economical (fuel-saving) route when planning a route.

[0004] Compared to land vehicles or surface vessels, the situation with submarines is considerably more complex. One of the core capabilities of submarines is their ability to operate undetected. This means that the submarine travels submerged with the smallest possible signature (e.g., emitting minimal noise) to avoid detection by other vessels. The signature emitted by the submarine depends on its travel or operating status. This means that both the travel status, such as speed and depth, and the operating status, such as battery charging with diesel generators, operating with air-independent propulsion, and systems switched on, influence the submarine's signature.For example, a submarine is easier to detect when it is sailing near the water surface and charging its batteries with diesel generators than when it is deep submerged at slow speeds and operating with air-independent propulsion. Leaving aside nuclear-powered submarines, which theoretically have unlimited range, conventional (non-nuclear) submarines typically have two different types of propulsion. On the one hand, energy can be generated with a diesel generator when sailing above water or while snorkeling. The energy storage device available in this way is the diesel tank. On the other hand, a submarine has an energy storage device, usually an accumulator, for underwater travel. The limiting amount of energy when sailing underwater is therefore the charge level of the energy storage device. Furthermore, submarines can also have an air-independent energy source, such as a fuel cell.Their energy reserve comes from the fuel supply, for example, hydrogen, methanol, or diesel when using a suitable reformer. In addition, the maximum power output of a fuel cell is usually lower than that of a battery. Thus, with low energy consumption, the energy supply can consist of the fuel cell and the energy storage unit; with high energy consumption, it may consist almost entirely of the energy storage unit. Another point to consider is that, for example, during surface travel and snorkeling, the diesel generator can also be used to charge the energy storage unit.

[0005] Furthermore, different consumers are used at different times, or are switched off or required at certain times or mission specifications.

[0006] This results in a very complex interplay between the driving style and the available range when planning a mission, or rather, the route for a mission. Route planning for a submarine cannot simply be carried out by a surface vessel.

[0007] From DE 10 2016 202 781 A1 a device for the integrated display of information on a watercraft is known.

[0008] From DE 10 2016 202 784 A1 a method for calculating an optimal route for a fluid vehicle, in particular for an underwater vehicle, is known.

[0009] A route planning method is known from US 2005 / 0216181 A1.

[0010] A quantum photonic device for an underwater vehicle is known from US 2016 / 0018525 A1.

[0011] DE 10 2004 024 972 A1 discloses a method for planning the route of a submarine. US Pat. No. 7,613,553 B1 discloses a method for autonomous control of a vehicle.

[0012] A method for route determination is known from DE 10 2009 014 978 A1.

[0013] From DE 10 2006 035 878 A1 a method for determining a route for an underwater vehicle is known.

[0014] A method for route optimization of submarines is described in the 2010 International Conference on Computer Application and System Modeling (ICCASM 2010), Li Yuyang, Da Lianglong, Han Mei, Jin Chaobo, Optimal Route Programming of Submarine Based on Genetic Algorithm, V9-404ff.

[0015] The object of the invention is to create a method for mission planning of submarines, in particular military submarines, taking into account submarine-specific and in particular military framework conditions.

[0016] This object is achieved by the method having the features specified in claim 1. Advantageous further developments emerge from the subclaims, the following description, and the drawings.

[0017] The method according to the invention is used for mission planning of a submarine, in particular a military one. It is essential that mission planning is not a simple route planning analogous to a car navigation system, but differs massively from all other vehicles due to the different driving styles (surface-mounted, submerged) and, in particular, additional military and submarine-specific constraints. In addition, the mission of a submarine usually merges with the route. Therefore, if a certain sea area is to be monitored for movement for a certain period of time within the mission, this task requires, firstly, that the various sensors must be operated during the monitoring period (i.e., they must be considered as electrical consumers).Second, detection must be avoided during this time, which in turn means that the submarine must operate submerged and with as little signature as possible. These constraints are parameters that are specified and taken into account during planning. In addition, there are approach areas that should also remain undetected, as well as approach areas where detection is unimportant. Furthermore, unlike a motor vehicle or a surface vessel, a submarine does not have a single fuel tank with a single fuel and thus a single range. Instead, different energy sources are relevant for travel above and below water.

[0018] The submarine has a first air-dependent energy generation device, a first energy storage device, a traction motor, further consumers, and at least one ship control system. Other consumers encompasses all other consumers except the traction motor. Firstly, the traction motor is particularly relevant as the largest single consumer, and its consumption correlates directly with speed. Secondly, the other consumers typically do not have such a simple, direct correlation between consumption and, for example, speed. Some of the other consumers can, for example, be temporarily switched off, while others are always required entirely or to a certain extent. The submarine has a first fuel storage tank for the first energy generation device. The first fuel storage tank may consist of several partial storage tanks, for example, several diesel tanks distributed throughout the submarine.The first energy generation device has a first maximum power output. This is usually dependent on the design. The first energy storage device has a second maximum power output and a maximum capacity. This is also dependent on the design. If the first energy storage device is made up of rechargeable batteries, the maximum power output depends heavily on the design of the first energy storage device. The more rechargeable batteries are connected or can be connected in parallel, the higher the maximum flowing current is usually; the more rechargeable batteries are connected or can be connected in series, the higher the voltage is usually. At the same time, the cell voltage depends on the current drawn and also on the state of charge. Therefore, especially with rechargeable batteries, the second maximum power output is a function of various parameters, in particular the state of charge and the current drawn.The maximum value of the second maximum power under optimal conditions (usually fully charged) is therefore again dependent on the design. The first energy storage device also has a first maximum charging power. This is the power with which the energy storage device can be charged. This can also be a function of the state of charge. For example, with lead-acid batteries, the charging power is usually very low when the state of charge is already very high. The ship's control system includes an electronic nautical chart. An electronic nautical chart for a submarine also includes depth information, thus representing the three-dimensional space of the water.

[0019] The method comprises the following steps: a) specifying waypoints, b) specifying default parameters for the waypoints, selected from the group comprising course, speed, depth, time, time window, mission specifications, minimum charge level of the first energy storage device, c) specifying default parameters between each two consecutive waypoints, selected from the group comprising depth, speed, maximum speed, mission specifications, minimum charge level of the first energy storage device, d) detecting the fill level of the first fuel tank, e) detecting the charge level of the first energy storage device, f) calculating a route including course, speed, depth, usage status of the first energy generation device, usage status of the first energy storage device taking into account the electronic nautical chart,the specifications from steps a) to c) as well as the data collected from steps d) and e).

[0020] In step a), waypoints are specified. A waypoint is defined as a location, for example, longitude and latitude. This will be explained using an example. For example, waypoints A, B, C, D, E and F are specified. A is, for example, the home port and also the current location. The actual mission is a surveillance trip from C to D; for example, the ship's movements in this area are to be recorded undetected. These are boundary conditions that are passed on and taken into account during planning. For this purpose, waypoint B is defined for the outward journey and waypoint E for the return journey. The last waypoint F is the destination, for example the home port, and would then be identical to A, for example.The submarine can be detected between A and B, it should not be detected between B and C, it should not be detected between D and E, and detection is again uncritical between E and F. This generic example will be used to illustrate the next steps.

[0021] In step b) the default parameters for the waypoints are specified, selected from the group comprising course, speed, depth, time, time window, mission specifications, minimum charge level of the first

[0022] Energy storage device. Not every preset parameter needs to be specified for every waypoint. Furthermore, not every preset parameter needs to have an exact value; a maximum value, a minimum value, or a range of values ​​can also be specified. If a preset parameter is not specified, it can be freely selected in the calculation in step f).

[0023] In the above example, the time to reach waypoint C (tc) and the time to reach waypoint D (to) would presumably be specifications based on the submarine's mission. Likewise, the time to leave waypoint A (tA) and the time window to reach the destination F (tpi) to tF2 could be specified.

[0024] In step c), the specification of default parameters between each two consecutive waypoints is carried out, selected from the group comprising depth, speed, maximum speed, mission specifications, minimum charge level of the first energy storage device.

[0025] For example, a default parameter for depth might be 0, meaning the submarine must operate surfaced. This might arise, for example, from international law. For example, if a submarine transits the relatively narrow waters of the Øresund, the Great Belt, or the Little Belt, a (non-Danish) submarine is not permitted to operate submerged.

[0026] In the example above, the depth between waypoints C and D could also be specified. Likewise, a depth < 0, i.e., submerged, could be specified between waypoints B and C and between waypoints D and E to minimize the probability of detection. Likewise, a minimum state of charge of the first energy storage device could be specified between waypoints C and D.

[0027] In step d), the fill level of the first fuel storage tank, for example, the diesel tank, is recorded. In this example, the first fuel storage tank would be completely filled at point A in the home port. Recording can be done either automatically or manually through data entry.

[0028] In step e), the state of charge of the first energy storage device is recorded. This recording can be done either automatically or manually through data entry.

[0029] In step f), a route is then calculated. This calculation will be explained using the above example. From waypoint A to waypoint B, depth 0 is selected and the usage status of the first energy storage device is set to charging. The usage status of the first energy generation device is thus set to generating energy, and the first energy generation device then drives the traction motor and charges the first energy storage device. The route is calculated taking into account the electronic nautical chart. The path between waypoint A and waypoint B can be a direct connection between the points or, if necessary, can involve the use of known maritime traffic routes and can take into account compliance with the known maritime traffic regulations for general shipping. Natural land barriers, such as islands or shoals, must also be taken into account.Particularly in harbor areas, routes with sufficient draft are important. From waypoint B via C and D to waypoint E, the depth is set to < 0, for example -100 m, meaning the ship is submerged. This sets the usage status of the first energy storage device to discharging. The usage status of the first energy generation device is therefore set to off. This means that the energy reserve from the diesel tank is not available for this stretch. The route is calculated and optimized for this section of the route, particularly taking into account the electronic nautical chart. It can also represent the direct connection between these points, provided the nautical chart permits this connection, i.e., in particular, there is sufficient water depth and no obstacles (islands, shoals) are in the way.It may be stipulated that all or some of the existing maritime traffic regulations for general navigation in the submerged state are not taken into account, especially if the depth is chosen such that no interaction occurs even with vessels with very deep draughts, for example, at a depth of less than 25 m, preferably less than 50 m. It may also be stipulated that, depending on the specified times and speeds, a direct connection is not necessary. In this case, the route can be planned taking other considerations into account. For example, favorable current conditions or greater distances from obstacles may lead to an alternative route.Likewise, the depth can be chosen depending on the expected stratification in the water. For example, for the two routes from waypoint B to waypoint C and from waypoint D to waypoint E, the depth can be below a thermal layer, as this makes it more difficult to locate surface vessels. While between waypoint C and waypoint D, for example, a depth above such a thermal layer is chosen in order to be able to reliably detect surface movements with the vessel's own sonar system. Furthermore, the tide can be taken into account between waypoint C and waypoint D, precisely because of the usually low speed and long residence time in the mission target area. Especially in areas with a very strong tidal range, for example in the English Channel, the change between low tide and high tide can make a difference in water depth of 10 m.Furthermore, commercial shipping traffic can also be taken into account, particularly in the section of the route between waypoint C and waypoint D. This traffic is comparatively predictable, but on the other hand, comparatively loud. This means that sonar detection can be more complex, especially in places and at times with increased ship traffic, so that this can be used for camouflage. In addition, such noise sources can also be used for non-cooperative bistatic detection, for example of other submarines, which may, however, also be possible for another submarine. A balance must therefore be struck, which takes into account in particular the ship's own sonar capabilities and the sonar capabilities of an expected opponent. For the last section of the route from waypoint E to waypoint F, depth 0 is selected and the usage status of the first energy storage device is set to charging.The usage status of the first energy generation device is thus set to energy generation, and the first energy generation device then drives the traction motor and charges the first energy storage device. The times tc and t0 determine the speed and thus the energy consumption for this. If the maximum charge level of the first energy storage device is set at waypoint B, the energy reserve for the routes BC and DE can be determined and thus the possible speed. This can then also be used to calculate the speed specifications for the routes AB and EF. Other points for route planning can be, for example, known, usually stationary, sonar detection devices, to which a speed-dependent minimum distance is planned.

[0030] However, if the calculation shows that, for example, at waypoint B, the energy supply is insufficient to cover the distance BCDE even with the first energy storage device at maximum charge, the plan must be adjusted. For this purpose, for example, snorkeling trips could be planned on routes BC and DE, which allow for a low probability of detection and the possibility of using the first energy generation device, or shorter connections could be sought between the waypoints. Likewise, relocating a waypoint could be recommended, for example, if an island or shoal between waypoints C and D forces a very long journey in this area. This could not only protect the first energy storage device but also charge it if necessary.Likewise, two further waypoints can be inserted, for example a waypoint C', which lies on the planned connection between waypoint C and waypoint D and a waypoint C", at which (at a safe distance), for example, snorkeling is possible for recharging, so that the route could then be, for example, from waypoint C to C', to C", to C' to D.

[0031] This distinguishes the mission planning according to the invention from conventional route planners for motor vehicles or surface vessels, as the choice of depth and mission specifications directly influence which energy sources are available and thus which energy can be drawn from which energy storage devices. A full diesel tank is of no use to a submerged submarine if the battery is empty. By carefully selecting surface or snorkeling trips, however, the diesel energy supply can be converted into electrical energy in the first energy storage device. In addition, it is possible, for example, to plan favorable locations and times at which the submarine can charge its batteries. Therefore, the route itself is also much more variable.While normal route planning seeks the shortest, fastest, or most economical route between two points (possibly taking traffic into account), the present invention allows the course to be significantly modified, for example, to reach an area where charging of the first energy storage device is possible. Thus, the course is not fixed to a connection between the waypoints if such a course cannot be realized.

[0032] In addition, other consumers can and must be considered in the planning. For example, between waypoints C and D, the required sensors are necessary due to the task at hand, and their power requirements must therefore be taken into account. On the other hand, there may be consumers that serve crew comfort and are therefore only operated on routes AB and EF, and therefore only need to be supplied with power during these times. However, especially on route CD, these can then be switched off, thus increasing the submerged range.

[0033] Planning for a submarine, especially a military one, also takes into account, for example, the times and / or locations where battery charging with diesel generators should be possible, or when they should not be used. This mission planning therefore includes not only simple route planning but also considers additional, for example, military and submarine-specific features.

[0034] In a further embodiment of the invention, in step f), the depth is adjusted in particular to use the first energy generation device to charge the first energy storage device. This was previously performed, for example, by snorkeling between waypoints B and C and between waypoints D and E.

[0035] In a further embodiment of the invention, additional waypoints are added in step f). As already explained, for example, two further waypoints can be inserted, for example a waypoint C' which lies on the planned connection between waypoint C and waypoint D and a waypoint C", at which (at a safe distance), for example, snorkeling operation for recharging is possible, so that the route could then be, for example, from waypoint C to C', to C", to C' to D. These additional waypoints make it possible to intervene directly in the energy balance, for example to recharge the first energy storage device at an additional waypoint, in the example shown at waypoint C", and thus to provide energy again, in particular for a submerged journey.

[0036] In a further embodiment of the invention, the submarine has a second air-independent energy generation device, for example and in particular a fuel cell device. Other known systems are the Walter drive or the Stirling engine. The second energy generation device has a third maximum power. Typically, the third maximum power is significantly lower than the first maximum power and the second maximum power. The second energy generation device thus serves to support and relieve the first energy storage device in order to extend endurance underwater with low power requirements. The second energy generation device is connected either to the first fuel storage tank or to a second fuel storage tank. A Stirling engine, for example, can be powered by diesel. There are also reformers that convert diesel into hydrogen for fuel cell devices.In these cases, for example, the fuel in the first fuel tank can be used. Alternatively, the second fuel tank can contain, for example, hydrogen for a fuel cell device or methanol for a reformer in combination with a fuel cell device. In step d), the fill level of the second fuel tank is also recorded, if present. In step f), for journeys deeper than snorkeling, the calculation is carried out taking particular account of the third maximum power. The simplest way to reduce power requirements is to reduce speed. If the power requirements of the entire submarine are kept as little as possible above or even below the third maximum power, endurance while submerged is increased.On the one hand, this significantly increases the complexity of the calculation in step f), and on the other hand, the range of applications for the submarine is also significantly increased.

[0037] In a further embodiment of the invention, in step f) it is checked whether the mission is possible with the energy reserves recorded in steps d) and e) or whether the minimum charge level of the first energy storage device specified in step b) and / or c) is not reached.

[0038] In a further embodiment of the invention, the method is executed continuously during the mission. In particular, a comparison is made between the planned and actual values. For example, the weather conditions may result in higher consumption, which in turn may lead to the mission no longer being possible with the current energy reserves recorded in steps d) and e), or the minimum charge level of the first energy storage device specified in steps b) and / or c) being undershot.

[0039] During continuous execution, the current position becomes the first waypoint, i.e., the starting point for planning. Waypoints already reached are removed from the planning process and are no longer considered.

[0040] In continuous execution, data from the ship's technical systems is preferably imported automatically. This is particularly relevant for power requirements, i.e., the current and forecasted actual energy demand of all consumers. The charge level of the first energy storage device is also recorded. This makes it possible, for example, to determine whether the past consumption forecast was accurate, and thus also to adjust the forecast for the future. In particular, in the event of discrepancies between the forecast and the actual course, it may be necessary to adjust the route planning in step f).

[0041] During continuous execution, the current position is preferably compared with the planned position. Deviations can easily occur, for example due to currents. On the one hand, these deviations make replanning necessary, and on the other hand, they can significantly change the predicted energy requirement. This can go so far that the mission itself can no longer be completed as planned. This can then, as explained, lead to the route having to be replanned in such a way that, for example, the depth has to be adjusted for a snorkeling trip to charge the first energy storage device, or other, possibly even new waypoints have to be defined in order to reach areas in order to be able to make such a change in depth, for example for recharging.

[0042] During continuous execution, detected contacts are preferably also taken into account. The position and type of other ships in the area in particular have a direct influence on the probability of detection and thus on possible usable routes or routes to be avoided. Such influencing factors cannot be planned in advance. Therefore, in such a case, it may be provided to submit the specification of the minimum charge level of the first energy storage device for review or adjustment. Since such events are unforeseeable, they can be taken into account to a certain extent, in particular by specifying the minimum charge level of the first energy storage device. Therefore, if, for example, an enemy ship blocks an important part of the route, it may be appropriate to draw on these planned reserves if necessary and to use them partially for this purpose.During continuous execution, current weather data and updated forecasts are used in particular. The weather forecast can be considered accurate for a period of up to four hours; beyond that, the forecast probability continuously decreases. For example, in heavy seas, a greater depth can be selected to avoid weather influences. Furthermore, the current cloud cover or air temperature can be taken into account with regard to the probability of detection during snorkeling or while surfaced. For example, and in particular, a favorable weather situation that makes detection more difficult can be used to increase the charge level of the first energy storage device.

[0043] During continuous operation, changes in the status of ship systems are recorded and taken into account. Many systems on a submarine are designed redundantly, which means that in the event of a failure, the overall performance may change, even if the system is operational in principle. For example, an energy storage device is constructed from several strings, each consisting of several modules. If a module fails, for example, the string is disconnected from the grid. This reduces the maximum performance of the remaining strings. The overall capacity also decreases. This must be taken into account during continuous operation and almost inevitably leads to a change in route.

[0044] In addition to purely technical parameters, other events can also be taken into account during continuous execution. For example, if a crew member falls ill and must be evacuated, the procedure can also be used to plan for such an emergency. If, for example, the submarine is currently on route CD and must not be detected there, it may be necessary to approach a new waypoint "C" at which the crew can surface and, for example, transfer the person to a helicopter.This can be carried out particularly easily if area-based default parameters are specified in step b), i.e. in particular areas with different detection probabilities, since then, for example, the shortest route to a point in an area can be determined in which the detection probability allows, for example, takeover by a helicopter.

[0045] Continuous execution enables a constant comparison between target and actual values ​​as well as direct consideration of changed parameters.

[0046] In a further embodiment of the invention, the method also includes the targeted activation and deactivation of components. Thus, the method makes it possible to specifically change the operating states of the components, for example, to activate or deactivate motors or sensors. In particular, the deactivated state can be a state in which the component is switched off or has a minimal energy requirement, while the activated state is a state in which the component is functional.

[0047] In a further embodiment of the invention, the ship control system is configured to switch additional consumers on and off. In step f), the switching on and off of additional consumers is taken into account. For example, in the above example, for the route from waypoint C to waypoint D, the boat signature is minimized, meaning that unnecessary consumers are switched off.

[0048] In particular, it can be provided that the components are activated or deactivated in a targeted or planned manner. For this purpose, the ship control system can store activation conditions for some or all components, under which these components must be activated or can be deactivated. This storage can, for example, also take the form of activation lists in which the states of the components that can be activated or deactivated are stored for a large number of components depending on one or more conditions. These conditions can, in particular, be sensor values ​​or default values.

[0049] For example, if a low speed and depth are specified, the radio system can be switched off; in particular, all electrical devices connected to the radio room can also be switched off. When planning a waypoint, energy consumption can be determined based on these activation conditions or activation lists, thus improving the forecast.

[0050] In a further embodiment of the invention, the power requirements of the additional consumers are calculated in step f). These are calculated in such a way that they optimally fit into the overall mission planning. Particularly preferably, the consumption of the traction motor is calculated first based on the route data, followed by the mandatory consumers. In a further step, the optional consumers are then calculated. These are then preferably switched on at times when their operation is possible from an energy or operational perspective.

[0051] In a further embodiment of the invention, the ship control system has a logging function. The mission is logged. This makes it possible to subsequently compare the mission planning with the real data, particularly with regard to the calculation of the loads and thus the influence of the loads on the range.

[0052] In a further embodiment of the invention, the ship control system has an output system. The calculated route is transferred to the output system after step f) and displayed by the output system for viewing by the crew. Particularly preferably, the electronic nautical chart and the calculated route are output to the output system, and both are displayed simultaneously on the output system. This allows the crew to easily visualize the calculated route.

[0053] In a further embodiment of the invention, the ship control system has an input system. For example, the specifications of steps a), b), and / or c) can be made via the input system. Particularly preferably, the inputs of the input system are displayed on the output system. Further preferably, the input system and the output system are connected in a combined input and output system. The method is preferably carried out on an electronic data processing device, which is particularly preferably an integral component of the ship control system. For example, the method can be integrated into an existing ship control system in the form of executable program instructions. It is particularly advantageous that steps d) and e) can then be carried out fully automatically.

[0054] In a further embodiment of the invention, the planning data is continuously compared with the current data during the mission. If a deviation is detected, for example a change in route or location, e.g. due to currents, the influence of the deviation compared to the original mission and the influence on the remaining mission are assessed. If an influence exists, for example in an extreme case if fulfillment is not possible under given mission constraints, e.g. charging the battery has to take place at locations that are excluded, alternatives or optimization options are determined. These options can be displayed on the output device and, in particular, made available for selection. It can also be provided that a warning is issued in this case so that the mission can be planned again, in particular with adjusted specifications.

[0055] The method according to the invention is explained in more detail below using an embodiment shown in the drawings.

[0056] Fig. 1 Flowchart

[0057] Fig. 2 Route

[0058] The flowchart of the method is shown in Fig. 1. The method comprises the following steps: a) specifying waypoints, b) specifying default parameters for the waypoints, selected from the group comprising course, speed, depth, time, time window, mission specifications, and minimum charge level of the first energy storage device, c) specifying default parameters between each two consecutive waypoints, selected from the group comprising depth, speed, maximum speed, mission specifications, and minimum charge level of the first energy storage device, d) detecting the fill level of the first fuel tank, e) detecting the charge level of the first energy storage device, f) calculating a route including course, speed, depth, usage status of the first energy generation device, and usage status of the first energy storage device, taking into account the electronic nautical chart,the specifications from steps a) to c) as well as the data collected from steps d) and e).

[0059] During the flight itself, steps d), e), and f) can be repeated from step f). This allows for continuous checking of whether the energy consumption predictions are correct and, if necessary, adjustments can be made to safely complete the mission. Of course, it is also possible to return to step a) during the mission, for example, if a change to the mission is required.

[0060] Fig. 2 shows an example route as already discussed.

[0061] In step a) waypoints are specified. A waypoint is defined as a location, for example longitude and latitude. This will be explained using an example. For example, waypoints A, B, C, D, E and F are specified. A is the home port and, for example, the current location. The actual mission is a surveillance trip from C to D; for example, the ship's movements in this area are to be recorded undetected using sonar. These are boundary conditions that are passed on and taken into account during planning. For this purpose, waypoint B is defined for the outward journey and waypoint E for the return journey. The last waypoint F is the destination, for example the home port, and would then be identical to A, for example.The submarine can be detected between A and B, it should not be detected between B and C, it should not be detected between D and E, and detection is again uncritical between E and F. This generic example will be used to illustrate the next steps.

[0062] In step b) the default parameters for the waypoints are specified, selected from the group comprising course, speed, depth, time, time window, mission specifications, minimum charge level of the first

[0063] Energy storage device. Not every preset parameter needs to be specified for every waypoint. Furthermore, not every preset parameter needs to have an exact value; a maximum value, a minimum value, or a range of values ​​can also be specified. If a preset parameter is not specified, it can be freely selected in the calculation in step f).

[0064] In the above example, the time to reach waypoint C (tc) and the time to reach waypoint D (to) would presumably be specifications based on the submarine's mission. Likewise, the time to leave waypoint A (tA) and the time window to reach the destination F (tpi) to tF2 could be specified.

[0065] In step c), the specification of default parameters between each two consecutive waypoints is carried out, selected from the group comprising depth, speed, maximum speed, mission specifications, minimum charge level of the first energy storage device.

[0066] For example, a default parameter for depth might be 0, meaning the submarine must operate surfaced. This might arise, for example, from international law. For example, if a submarine transits the relatively narrow waters of the Øresund, the Great Belt, or the Little Belt, a (non-Danish) submarine is not permitted to operate submerged.

[0067] In the above example, the depth between waypoints C and D, the distance CD, could also be specified, for example, to ensure optimal sonar sensitivity. Likewise, a depth < 0, i.e., submerged, could be specified between waypoints B and C and between waypoints D and E to minimize the probability of detection. Likewise, a minimum charge level of the first energy storage device could be specified between waypoints C and D, which is considered necessary for a possible escape maneuver.

[0068] In step d), the fill level of the first fuel storage tank, for example, the diesel tank, is recorded. In this example, the first fuel storage tank would be completely filled at point A in the home port. Recording can be done either automatically or manually through data entry.

[0069] In step e), the state of charge of the first energy storage device is recorded. This recording can be done either automatically or manually through data entry.

[0070] The calculation then takes place in step f). This calculation will be explained using the example given. From waypoint A to waypoint B, depth 0 is selected and the usage status of the first energy storage device is set to charging. The usage status of the first energy generation device is thus set to generating energy, and the first energy generation device then drives the traction motor and charges the first energy storage device. From waypoint B via C and D to waypoint E, the depth is set to < 0, for example to -100 m, i.e. the ship is diving. The usage status of the first energy storage device is therefore set to discharging. The usage status of the first energy generation device is therefore set to off. This means that the energy reserve from the diesel tank is not available for this route.For the last section of the route from waypoint E to waypoint F, depth 0 is selected and the usage status of the first energy storage device is set to charging. The usage status of the first energy generation device is thus set to energy generation, and the first energy generation device then drives the traction motor and charges the first energy storage device. The times tc and t0 determine the speed and thus the energy consumption for this. If the maximum charge level of the first energy storage device is set at waypoint B, the energy reserve for the distances BC and DE can be determined and thus the possible speed. This can then also be used to calculate the speed specifications for the distances AB and EF.

[0071] However, if the calculation shows that, for example, at waypoint B, the energy supply is insufficient to cover the route BCDE, even with the first energy storage device at its maximum charge level, the planning must be adjusted. For this purpose, for example, snorkeling trips could be planned on routes BC and DE, which allow for a low probability of detection and the possibility of using the first energy generation device. This could not only protect the first energy storage device but also charge it if necessary.

[0072] This distinguishes the mission planning system according to the invention from conventional route planners for motor vehicles or surface vessels, as the choice of depth and mission specifications directly influence which energy sources are available and thus which energy can be drawn from which energy storage devices. A full diesel tank is of no use to a submerged submarine if the battery is empty. By carefully selecting surface or snorkeling trips, however, the diesel energy supply can be converted into electrical energy in the first energy storage device. In addition, it is possible, for example, to plan favorable locations and times at which the submarine can charge its batteries.

[0073] In addition, other consumers can and must also be taken into account in the planning. For example, between waypoints C and D, the required sensors are necessary due to the task at hand, and their energy requirements must therefore be taken into account. On the other hand, there may be consumers that serve the crew's comfort and are therefore only operated on routes AB and EF and therefore only need to be supplied with power during this time. However, in particular on route CD, these can then be switched off, thus increasing the submerged range. In a further embodiment of the invention, in step f), the depth is adjusted in particular in order to use the first energy generation device to charge the first energy storage device. This was carried out previously, for example by snorkeling between waypoints B and C and between waypoints D and E.

Claims

Patent claims 1. A method for mission planning of a submarine, wherein the submarine has a first external air-dependent energy generation device, a first energy storage device, a propulsion motor, consumers, and at least one ship control system, wherein the submarine has a first fuel tank for the first energy generation device, wherein the ship control system has an electronic nautical chart, the method comprising the following steps: a) specifying waypoints, b) specifying default parameters for the waypoints, selected from the group comprising course, speed, depth, time, time window, mission specifications, minimum charge level of the first energy storage device, c) specifying default parameters between each two consecutive waypoints, selected from the group comprising depth, speed, maximum speed, mission specifications, minimum charge level of the first energy storage device,d) Detecting the fill level of the first fuel tank, e) Detecting the charge level of the first energy storage device, f) Calculating a route including course, speed, depth, usage status of the first energy generation device, usage status of the first energy storage device, taking into account the electronic nautical chart, the specifications from steps a) to c) and the data recorded from steps d) and e).

2. Method according to claim 1, characterized in that in step f) in particular the depth is adjusted in order to use the first energy generation device for charging the first energy storage device.

3. Method according to one of the preceding claims, characterized in that in step f) additional waypoints are added.

4. Method according to one of the preceding claims, characterized in that the first energy generating device has a first maximum power, wherein the first energy storage device has a second maximum power, wherein the first energy storage device has a first maximum charging power.

5. Method according to one of the preceding claims, characterized in that the submarine has a second outside air-independent power generation device, wherein the second power generation device has a third maximum power, wherein the second power generation device is connected either to the first fuel storage tank or a second fuel storage tank, wherein in step d) the fill level of the second fuel tank is recorded if it is present, whereby in step f) for journeys deeper than snorkelling the calculation is carried out taking into account in particular the third maximum power.

6. Method according to one of the preceding claims, characterized in that in step f) it is checked whether the mission is possible with the energy reserves recorded in steps d) and e) or whether the minimum charge state of the first energy storage device specified in step b) and / or c) is not reached.

7. Method according to one of the preceding claims, characterized in that the method is carried out continuously during the mission.

8. Method according to one of the preceding claims, characterized in that the ship control system is designed to switch the additional consumers on and off, wherein the switching on and off of additional consumers is taken into account in step f).

9. Method according to claim 8, characterized in that in step f) the power requirement of the further consumers is calculated.

10. Method according to one of the preceding claims, characterized in that the ship control system has a logging function, whereby the mission is also logged.

11. Method according to one of the preceding claims, characterized in that during the mission the planning data are continuously compared with the current data, wherein if a deviation between the planning data and the current data is detected, its influence on the remaining mission is assessed, wherein if an influence is detected, alternatives or optimizations are determined.

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