Electrical system for an unmanned underwater vehicle

Abstract

The present invention relates to an unmanned underwater vehicle (10) having an on-board electrical system (40), characterized in that the unmanned underwater vehicle (10) is a modular underwater vehicle, the on-board electrical system (40) being conducted in series through the modules and being designed as a closed ring.

Description

[0001] Electrical network for an unmanned underwater vehicle

[0002] The invention relates to an electrical network for an unmanned underwater vehicle.

[0003] Electrical networks are familiar for submarines. Here, safety functions are also performed by the crew, for example, manually disconnecting connections after manually checking the safety of the disconnection. However, in an unmanned underwater vehicle, humans are no longer required as a control authority, so the systems must be intrinsically safe and functional.

[0004] Modular underwater vehicles offer various options for supplying the modules with electrical power. The challenge here is, on the one hand, to maintain the flexibility gained through modularity and, on the other, to ensure a secure power supply, for example, to at least enable a safe surfacing in an emergency.

[0005] A design of an underwater vehicle is known from WO 2003 / 59 734 A1.

[0006] A drive method for a vehicle is known from US 2023 / 0 040 882 A1.

[0007] An energy supply system for a water-based facility is known from DE 10 2018 216 766 A1.

[0008] From DE 10 2007 041 396 A1 a watercraft with a plurality of energy storage devices is known.

[0009] From CN 1 15 001 321 A, a highly efficient high-energy controller for an underwater robot and a control method therefor are known.

[0010] The object of the invention is to create a safe on-board electrical system for an unmanned underwater vehicle. This object is achieved by the unmanned underwater vehicle having the features specified in claim 1. Advantageous further developments emerge from the subclaims, the following description, and the drawings.

[0011] The unmanned underwater vehicle according to the invention has an on-board electrical system. The on-board electrical system serves to distribute the electrical energy on board the unmanned underwater vehicle. The unmanned underwater vehicle is a modular underwater vehicle. Modular systems can be easily and efficiently adapted to different operational tasks by selecting and combining modules for the task of the underwater vehicle from a group of different modules. For example, the range can be increased using additional tank or battery modules, and adaptation to the task can be achieved by selecting a task-specific payload module. The modules can have the same external dimensions, although larger modules, for example twice the length, can also be used instead of two smaller modules.The connections for the on-board power supply are preferably located at the same point on the module, as are the attachment points for the mechanical connection. Standardization ensures unlimited interchangeability. However, this does not have to be the case for all modules. The modules of the underwater vehicle also all have the same input voltage. Modules that do not require an electrical network can simply pass the on-board power supply through. The on-board power supply is routed serially through the modules. This means that the modular underwater vehicle does not require a rigid core structure, which in turn makes the number of modules used more flexible. The on-board power supply is preferably designed as a closed ring. This has the advantage that even if one module fails, all other modules remain connected to the on-board power supply.

[0012] In a further embodiment of the invention, the on-board electrical system has a first sub-network and a second sub-network. The first sub-network and the second sub-network are electrically connectable via an on-board switching device. A design with at least two sub-networks is common for submarines, as this allows redundancy to be created. The systems are usually designed so that even if one sub-network fails, all essential systems are still available, at least to a limited extent, so that, for example, at least surfacing is still possible. This can be achieved, for example, by connecting an energy source such as a battery and part of the propulsion motor to each electrical sub-network. The first sub-network and the second sub-network are electrically connectable via an on-board switching device. As a rule, it would be preferable to keep the first sub-network and the second sub-network electrically separate.The shore connection can only be connected to the first sub-network. This makes it possible, for example, to initially supply only the first sub-network with electrical power when the unmanned underwater vehicle is first switched on. Then, during boot-up, to also switch the on-board power supply switching device to connect the first sub-network and the second sub-network, thus enabling all functions on the second sub-network to be started up. Likewise, during normal operation, batteries connected to the first sub-network and batteries connected to the second sub-network can be charged in this way. Since both processes—the initial boot-up and charging in port—do not occur in critical situations, redundancy is not relevant at this time; connecting the two sub-networks to a single on-board power supply does not pose a safety disadvantage.

[0013] In a further embodiment of the invention, at least one module has a module electrical system. The module electrical system can be electrically connected to the vehicle electrical system via a module switching device. The advantage of this embodiment is that the vehicle electrical system continues to function through this module, even if the module electrical system experiences a fault, such as a short circuit. In this case, the module fails because the module electrical system is disconnected from the vehicle electrical system by the module switching device, but the transmission of the vehicle electrical system through the module remains unaffected.

[0014] In a further embodiment of the invention, the electrical contact of the on-board power supply between two adjacent modules is established via a plug-in contact. This enables a simple modular design and easy connection when assembling the modules. The plug-in contact can be created directly between two modules or via a connecting cable. In a further embodiment of the invention, the unmanned underwater vehicle has a monitoring device for checking the plug-in contacts. The monitoring device can emit a test signal when the plug-in contacts are plugged in. The power source of the on-board power supply can be connected to the on-board power supply when the test signal from the monitoring device is present. If the test signal is not present or is no longer present, the power source is disconnected from the on-board power supply. Alternatively, the monitoring device can also directly disconnect the power source from the on-board power supply.While in conventional electrical systems, such as plugs and sockets, the live contacts are usually protected by being internal, meaning there is no voltage present at the contacts of an exposed plug, such simple mechanical protection is not feasible for ring mains. It is therefore advantageous to provide a monitoring device to check the plug contacts and only pass on voltage to the external contact of a module if there is an existing plug contact. The plug contact means the contacts are no longer exposed, preventing accidental contact and thus ensuring safety. The monitoring device primarily only needs to be active when the power source is started up or connected to the on-board electrical system, as this is the only time people are in the vicinity.When the unmanned underwater vehicle is in operation, there are usually no personnel on board who could work on the modules and thus be at risk. Therefore, the monitoring device may be inoperative during normal operation.

[0015] In a further embodiment of the invention, the monitoring device for checking the plug contacts is designed in the form of a low-voltage ring line. This design is comparatively simple. A second line is laid parallel to the load line of the vehicle electrical system, but this second line is only designed for a low voltage, for example 24 V. There is no special need for protection here, since only a low voltage is present and practically no power is provided. Therefore, there is no special need for protection in the area of ​​the plug contacts for the low-voltage ring line; an open contact is not critical. The module can then detect the presence of the low voltage, for example 24 V. If this is present, it can be assumed that a plug contact exists. In a further embodiment of the invention, the low-voltage ring line is connected to an undervoltage switch.The low-voltage switch is designed to disconnect a first energy storage device from the vehicle's electrical system. If the low-voltage ring line is interrupted or short-circuited, the voltage drops, the first energy storage device is disconnected from the vehicle's electrical system, and thus no longer has any voltage in the vehicle's electrical system, ensuring safety in a very simple way.

[0016] In a further embodiment of the invention, each module has an initial start access. The initial start access allows the monitoring device to be bypassed. If, for example, a low-voltage ring line is used, no low voltage is available before initial commissioning. In this case, the plug connections are preferably checked manually, and modules connected via plug contacts are safely activated via the initial start access. For example, the initial start access serves to impose low voltage on the local area of ​​the low-voltage ring line, thus enabling activation as if the low-voltage ring line were in normal operation.

[0017] In a further embodiment of the invention, at least one module has at least one module disconnection device. The module disconnection device is arranged at the point where the vehicle electrical system enters the module. Due to the preferred ring-shaped design of the vehicle electrical system, the module therefore preferably has a first module disconnection device and a second module disconnection device, each at both points where the vehicle electrical system is connected to the module. This allows the module as a whole to be completely electrically disconnected from the vehicle electrical system, thereby also severing the vehicle electrical system at that point. This is why a ring-shaped design of the vehicle electrical system is advantageous, as the failure of one module does not affect the others.

[0018] In a further embodiment of the invention, the module separation device only provides an electrical connection if the monitoring device indicates an existing plug connection. This ensures that the module separation device does not apply voltage to an exposed contact. In a further embodiment of the invention, the unmanned underwater vehicle has at least two modules arranged next to one another. For example, there may also be several modules arranged one behind the other in two rows. The on-board electrical system, designed as a closed ring, runs with one strand through each of the adjacent modules, thus forming the ring. This means that the on-board electrical system runs through the modules and no central structure, a kind of backbone structure, is required; rather, the modules themselves take over the function.The ring-shaped design even ensures that if one module fails, the ring is interrupted, but the supply to all other modules is still maintained.

[0019] In a further embodiment of the invention, the unmanned underwater vehicle has at least one first drive device. The first drive device is connected to the on-board electrical system via a first converter. Preferably, the first converter is a direct current / alternating current converter. More preferably, the unmanned underwater vehicle has at least one second drive device. The second drive device is connected to the on-board electrical system via a second converter. This creates redundancy. If the on-board electrical system has a first sub-network and a second sub-network, the first drive device is preferably connected to the first sub-network and the second drive device is preferably connected to the second sub-network.

[0020] In a further embodiment of the invention, the first converter is designed to detect a short circuit in the power supply unit arranged downstream of the converter by detecting when the required voltage or current flow is not reached. Since the first converter can only conduct a limited current, in the event of a short circuit this can lead to, for example, a fuse not blowing. Therefore, the control of the first converter is preferably designed such that it detects that the requested current (in the event of a short circuit this would approach infinity) cannot be provided. In order to reliably identify a short circuit, a period of time can be defined, for example 1 s, during which this current cannot be provided. This makes extremely short requirements uncritical.The time window is nevertheless chosen so short that the short-circuit current does not cause critical overheating, thus preventing a fire safely and reliably. An optional second first converter would preferably be analog.

[0021] In a further embodiment of the invention, the unmanned underwater vehicle has at least one first rudder. The first rudder is connected to the on-board power supply via a first second converter. Preferably, the first second converter is a DC-DC converter. More preferably, the unmanned underwater vehicle has at least one second rudder. The second rudder is connected to the on-board power supply via a second second converter. This creates redundancy. If the on-board power supply has a first sub-network and a second sub-network, the first rudder is preferably connected to the first sub-network and the second rudder is preferably connected to the second sub-network.

[0022] In a further embodiment of the invention, the first second converter is designed to detect a short circuit in the power supply unit arranged downstream of the converter by detecting when the required current flow is not achieved. Since the first second converter can only conduct a limited current, in the event of a short circuit this can lead to, for example, a fuse not being able to blow. Therefore, the control of the first second converter is preferably designed such that it detects that the requested current (in the event of a short circuit this would approach infinity) cannot be provided. In order to reliably identify a short circuit, a period of time can be defined, for example 1 s, during which this current cannot be provided. This means that extremely short requirements are not critical.The time window is nevertheless chosen so short that the short-circuit current does not cause critical overheating, thus preventing a fire safely and reliably. An optional second converter would preferably be analog.

[0023] In a further embodiment of the invention, the unmanned underwater vehicle has at least one first energy storage device. In particular, the first energy storage device can have a plurality of accumulators connected both in parallel (to increase the current) and in series (to increase the voltage). The first energy storage device is connected to the on-board electrical system via a first third converter. Galvanic isolation between the first energy storage device and the on-board electrical system is possible via the first third converter, preferably a DC-DC converter. In addition, an on-board electrical system voltage can be selected independently of the charge state of the first energy storage device. The unmanned underwater vehicle can further have a second energy storage device. In particular, the second energy storage device can have a plurality of accumulators connected both in parallel (to increase the current) and in series (to increase the voltage).The second energy storage device is connected to the vehicle electrical system via a second or third converter. If the vehicle electrical system has a first sub-network and a second sub-network, the first energy storage device is preferably connected to the first sub-network, and the second energy storage device is preferably connected to the second sub-network.

[0024] In a further embodiment of the invention, the unmanned underwater vehicle has at least a first fuel cell device. Fuel cell devices have proven to be a particularly suitable energy source independent of ambient air and can be operated, for example, with hydrogen and oxygen. To maintain weight neutrality, the reaction water produced is preferably stored on board the unmanned underwater vehicle. The first fuel cell device is connected to the on-board electrical system via a fourth converter. The fourth converter is preferably a direct current-to-direct current converter. This enables the feeding of electrical energy from an energy storage device and a fuel cell device into the on-board electrical system, independent of power and landing state.

[0025] In a further embodiment of the invention, the unmanned underwater vehicle has a further module. The further module has a further module on-board power supply. The one module and the further module are arranged adjacent to one another. The further module on-board power supply is connected to the on-board power supply via its module. In this case, the one module can have a module on-board power supply, with the further module on-board power supply being connected to the one module on-board power supply. Alternatively, the further module on-board power supply can be connected to the on-board power supply without direct electrical contact with the one module on-board power supply. This can be useful, for example, if the further module does not have sufficient space for connection to the on-board power supply. A further advantage arises if, for example, for explosion protection reasons, the electronics for the connection in the one module do not have to be designed with correspondingly high complexity.A third exemplary advantageous application case is given when one module, for example, has an energy storage device and thus allows the connection of the other module's on-board network to be carried out in a particularly fail-safe manner.

[0026] In a further embodiment of the invention, the modules are electrically connected to an on-board power supply via flexible connecting cables. The advantage of using flexible connecting cables is that the position of the connection points on the modules does not have to be standardized, meaning they do not have to be in identical positions for all modules. While this increases the number of connection points, which in turn can pose a potential error-prone problem, it does allow for flexible arrangement of the inlets and outlets for the on-board power supply in the modules, allowing for more flexible design.

[0027] In a further embodiment of the invention, the modular unmanned underwater vehicle has a short-circuit detection device. The short-circuit detection device is preferably arranged in the bow module or the stern module. The on-board electrical system preferably has a first sub-network and a second sub-network, which are electrically connectable via an on-board switching device. The on-board switching device is preferably arranged in the same module, in particular the bow module or the stern module, as the short-circuit detection device. If the short-circuit detection device detects a short circuit in a sub-network, the sub-networks are disconnected by the on-board switching device.

[0028] In a further embodiment of the invention, the unmanned underwater vehicle has a first data network. The first data network is routed serially through the modules. Preferably, the first data network is an optical data network. Particularly preferably, the unmanned underwater vehicle has a second data network. The redundant design can increase reliability. In a further embodiment of the invention, the unmanned underwater vehicle has a central control unit. The central control unit is connected to the first data network. Preferably, the central control unit is arranged in the rear module. Since the drive is preferably arranged in the rear, the rear unit can be considered constant in most modular underwater vehicles and is not necessarily replaced depending on the mission.

[0029] In a further embodiment of the invention, at least one module has an uninterruptible power supply. An uninterruptible power supply serves to maintain functionality for a certain period of time even in the event of a data network failure. This can be relevant, for example, and particularly for a module with emergency surfacing functionality, to enable blowing after an electronics failure and thus bringing the unmanned underwater vehicle to the water surface so that it can be recovered.

[0030] In a further embodiment of the invention, the unmanned underwater vehicle has a shore connection. Electrical energy can be supplied externally via the shore connection in order to charge the unmanned underwater vehicle from the outside. Energy can also be extracted via the shore connection if necessary, for example, to deliberately discharge a battery during a maintenance cycle. The shore connection thus represents the interface of the on-board electrical system to the outside world. The on-board electrical system can be electrically connected to the shore connection via a shore switching device. Since the shore connection thus provides a means of contact with the on-board electrical system, the electrical contact is normally broken via the shore switching device, so that no voltage is applied to the shore connection in the normal state.

[0031] In a further embodiment of the invention, the shore connection has a first connection group and a second connection group. A connection group is understood to be a group of electrical contacts. In the simplest case, a connection group can therefore consist of a positive pole and a negative pole, i.e. two contacts. With three-phase current, a connection group usually has three contacts. A connection group therefore represents a unit, with all contacts of a connection group being required to establish the electrical contact. The first connection group is designed for the connection to the on-board electrical system. The first connection group therefore has the necessary contacts for establishing an electrical connection with the on-board electrical system. The first connection group therefore usually has two contacts (positive and negative). The second connection group is connected to the shore switching device to control the shore switching device.For example, it is the power supply for a motor or a switching element in order to specifically establish the electrical connection between the on-board electrical system and the shore connection from the outside and only when a connection to the shore contact exists. When not activated, the shore switching device breaks the connection between the on-board electrical system and the first connection group. This means that the electrical connection between the on-board electrical system and the shore connection, specifically between the on-board electrical system and the first connection group of the shore connection, can only exist if a plug connection is inserted in the shore connection, thus actively establishing the connection to the shore switching device via the second connection group. This ensures reliable contact with the shore connection, so that exposed contacts of the shore connection can never have voltage applied from the on-board electrical system.

[0032] The shore switch device therefore has no electrical connection to the on-board power supply to switch the shore switch device itself. This means that the shore switch device cannot be closed from within, i.e., from the unmanned underwater vehicle, preventing any unwanted voltage from being applied to the shore connection.

[0033] The shore connection is preferably a single connection, i.e., a connection into which a plug is inserted, which simultaneously connects all connections of all connection groups when plugged in, while also mechanically protecting them from external sources. While it would also be possible to first connect the first connection group and then the second connection group in two separate plug-in processes, this carries the risk that only the second connection group would be connected, leaving the contacts of the first connection group unprotected and connected to the on-board electrical system.

[0034] This makes it easy to avoid human inspection or intervention, while still ensuring that no dangerous voltage can be present at the open contacts of the shore connection. It also eliminates the need to check the switching status of the shore switching device, assuming this were even possible.

[0035] In a further embodiment of the invention, the shore switching device can be connected to the on-board network switching device via a connection control device. This makes it possible to specifically establish a connection between the shore connection and the respective sub-networks from the outside. The electrical connection must then be designed accordingly to enable this. For example, a connection can already be established between the first sub-network and the second sub-network in order to connect both sub-networks to the shore connection and supply them with energy simultaneously. However, it can preferably be provided that the shore switching device interacts with the on-board network switching device in such a way that one sub-network is connected to the shore connection and charged first, and then the second sub-network. The sub-networks are then separate from one another.If a fault occurs in one of the subnetworks, the other subnetwork is not affected. In particular, the second connection group can then additionally include connecting elements for a data line, which can be used to control the connection control device to switch the on-board power supply switching device in order to connect all subnetworks simultaneously or individual subnetworks sequentially to the shore connection.

[0036] In a further embodiment of the invention, the shore switching device is connected to a central control device. The central control device can be connected, for example, to current and / or voltage sensors, test contacts on the modules, temperature sensors, battery management systems, and the like. The central control device enables monitoring of the on-board electrical system and at least some essential components connected to the on-board electrical system. In this way, a controlled power supply to the unmanned underwater vehicle can be achieved and the charging process can be monitored. The central control device can also be connected to the shore switching device and disconnect the connection if malfunctions or errors are detected via the sensors.

[0037] In a further embodiment of the invention, the shore connection has a third connection group, wherein the third connection group has a connecting element for a data line. The third connection group is connected, for example, to a central control device. This allows the boat's status to be monitored externally, thus ensuring an optimized power supply via the first connection group. For example, the supplied electrical energy can be optimally adapted to the charge level and the current demand of the most important consumers.

[0038] In a further embodiment of the invention, the shore switching device is a converter, in particular a DC-DC converter. This allows for voltage adjustment between the external voltage and the voltage applied to the on-board electrical system. This allows for optimal adjustment, for example, and in particular, of charging currents. At the same time, this allows for easier adaptation to different ports, for example, in countries with a typical 220 V or 110 V mains voltage.

[0039] In a further embodiment of the invention, the shore switching device is designed such that it opens when no voltage is applied to the first connection group. This can be achieved in particular with semiconductor switching elements. In a further embodiment of the invention, the shore switching device is configured so that the same voltage is applied to the first connection group and the second connection group on the shore side. This simplifies on-shore removal. In a further embodiment of the invention, the shore connection can be sealed in a water- and pressure-tight manner. This makes it easy to prevent corrosion on the electrical contact surfaces during submerged operations.

[0040] In a further embodiment of the invention, the shore connection is arranged so that it is accessible from the outside. This means that the shore connection is not located inside, especially not inside a pressure hull. However, for flow reasons, the shore connection can be arranged behind a cover for normal operation. The advantage is that no person has to enter the unmanned underwater vehicle to connect it. At the same time, however, this also presents the challenge that the shore connection must not be live unless it is connected to a corresponding connection, thus securing the contacts.

[0041] The unmanned underwater vehicle according to the invention is explained in more detail below with reference to embodiments shown in the drawings.

[0042] Fig. 1 first example

[0043] Fig. 2 second example

[0044] The illustrations are purely schematic and not to scale, and serve only to illustrate the invention. For simplicity, identical parts are designated by identical reference numerals.

[0045] Fig. 1 shows a first example of an unmanned underwater vehicle 10. The on-board electrical system 40, consisting of the first sub-network 41 and the second sub-network 42, of the unmanned underwater vehicle 10 has a first sub-network 41 and a second sub-network 42. A first drive device 51 is connected to the first sub-network 41 via a first converter 61, and a first energy storage device 71 is connected via a first converter 81. A second drive device 52 is connected to the second sub-network 42 via a first converter 62, and a second energy storage device 72 is connected via a second converter 82. The first drive device 51 and the second drive device 52 can also be a common drive device with electrically separate components. In addition, the unmanned underwater vehicle 10 has a first fuel cell device 90, which is connected to a hydrogen tank 92 and an oxygen tank 93.The electrical energy generated in the first fuel cell device 90 can be fed into either the first sub-network 41 or the second sub-network 42 via a first fourth converter 91. The first sub-network 41 and the second sub-network 42 can be electrically connected to one another via an on-board power supply switching device 32, but are generally electrically separated.

[0046] The unmanned underwater vehicle 10 has a shore connection 20. The shore connection 20 has a first connection group 21 and a second connection group 22. For example, the first connection group 21 has two contacts, one for the positive pole and one for the negative pole. Electrical energy can be introduced into the on-board electrical system 40, more precisely into the first sub-network 41, via the first connection group. Contact between the first connection group 21 of the shore connection 20 and the first sub-network 41 of the on-board electrical system 40 can be achieved by closing the shore switching device 31. To switch the shore switching device 31, the shore connection has a second connection group 22. This has the contacts necessary for switching the shore switching device 31.Thus, an electrical connection between the first subnetwork 41 of the on-board network 40 and the first connection group 21 of the shore connection 20 can only exist if a corresponding plug is inserted into the shore connection 20, thereby actively closing the shore switching device 31. This effectively prevents dangerous voltages from being present at unprotected contacts of the first connection group 21 of the shore connection 20 without a plug being inserted into the shore connection 20.

[0047] The advantage of this design is that a simple initial start-up is possible even when the on-board electrical system 40 is de-energized, for example because the first energy storage device 71 and the second energy storage device 72 are still empty. In this case, the shore switching device 31 can be switched in a simple manner via the second connection group 22, thereby supplying the first sub-network 41 with voltage. After the essential components of the first sub-network 41 have been started up, for example also after the first energy storage device 71 has been at least partially charged, the on-board electrical system switching device 32 can be closed, thus connecting the first sub-network 41 to the second sub-network 42. The second energy storage device 72 can now also be charged. In this way, safe commissioning without manual intervention inside the unmanned underwater vehicle 10 is reliably possible.

[0048] Fig. 2 shows a modular unmanned underwater vehicle 10 consisting of a bow module, a stern module, and eight payload modules of various types arranged between them. The unmanned underwater vehicle 10 has an on-board electrical system 40 which extends as a ring through all modules and thus across the entire unmanned underwater vehicle. By way of example, the shore connection 20 is arranged in the bow module and designed analogously to the first example. The on-board electrical system 40 is routed through all modules, even modules that do not have any electrical functionality themselves. Modules with electrical functionality can, for example, have their own module electrical system 45, which is preferably detachably connected to the on-board electrical system 40 via a module switching device 33. If a significant malfunction occurs in the module electrical system 45, for example a short circuit, only the module electrical system 45 is disconnected from the on-board electrical system 40 by the module switching device 33.Thus, only the functionality of one module fails, while the rest remains fully functional. Modules can also have module disconnectors 34 at the inputs of the on-board network 40. If a malfunction occurs, for example, due to water ingress, the entire module is removed from the on-board network 40. The on-board network 40 is then no longer a ring connection, but even if one such module fails, all other modules can still be supplied with electrical energy via the on-board network 40.

[0049] Reference symbol

[0050] 10 Unmanned underwater vehicle

[0051] 20 shore connection

[0052] 21 first connection group

[0053] 22 second connection group

[0054] 31 Land switching device

[0055] 32 On-board power supply switching device

[0056] 33 Module switching device 34 Module separating device

[0057] 40 On-board network

[0058] 41 first subnetwork

[0059] 42 second subnetwork 45 module electrical system

[0060] 51 first drive device

[0061] 52 second drive device

[0062] 61 first converter

[0063] 62 second first converter 71 first energy storage

[0064] 72 second energy storage units

[0065] 81 first second converter

[0066] 82 second second converter

[0067] 90 first fuel cell device 91 first fourth converter

[0068] 92 hydrogen tank

[0069] 93 oxygen tank

Claims

Patent claims 1. Unmanned underwater vehicle (10) with an on-board network (40), characterized in that the unmanned underwater vehicle (10) is a modular underwater vehicle, wherein the on-board network (40) is guided serially through the modules, wherein the on-board network (40) is designed as a closed ring.

2. Unmanned underwater vehicle (10) according to claim 1, characterized in that the on-board network (40) has a first sub-network (41) and a second sub-network (42), wherein the first sub-network (41) and the second sub-network (42) are electrically connectable via an on-board switching device (32).

3. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that at least one module has a module electrical system (45), wherein the module electrical system (45) is electrically connectable to the on-board electrical system (40) via a module switching device (33).

4. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the electrical contact of the on-board network (40) between two adjacent modules is established via a plug contact.

5. Unmanned underwater vehicle (10) according to claim 4, characterized in that the unmanned underwater vehicle (10) has a monitoring device for checking the plug contacts.

6. Unmanned underwater vehicle (10) according to claim 5, characterized in that the monitoring device for checking the plug contacts is designed in the form of a low-voltage ring line.

7. Unmanned underwater vehicle (10) according to claim 6, characterized in that the low-voltage ring line is connected to an undervoltage switch, wherein the undervoltage switch is designed to disconnect a first energy storage device (71) from the on-board network (40).

8. Unmanned underwater vehicle (10) according to one of claims 5 to 7, characterized in that each module has an initial start access, wherein the initial start access enables bridging of the monitoring device.

9. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that at least one module has at least one module separating device (34), wherein the module separating device (34) is arranged at the entry of the on-board network (40) into the module.

10. Unmanned underwater vehicle (10) according to claim 9 in conjunction with one of claims 5 to 8, characterized in that the module separation device (34) only provides an electrical connection if the monitoring device indicates an existing plug connection.

11. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the unmanned underwater vehicle (10) has at least two modules arranged next to one another, wherein the on-board network (40) designed as a closed ring runs with one strand through each of the adjacent modules and thus the ring is formed.

12. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the unmanned (10) underwater vehicle (10) has at least one first drive device (51), wherein the first drive device (51) is connected to the on-board network (40) via a first converter (61).

13. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the first converter (61) is designed to detect a short circuit in the power supply unit arranged behind the converter (61) by detecting a failure to achieve the required voltage or the required current flow.

14. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the unmanned underwater vehicle (10) has at least a first rudder, wherein the first rudder is connected to the on-board network (40) via a first second converter.

15. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the unmanned underwater vehicle (10) has at least one first energy storage device (71), wherein the first energy storage device (71) is connected to the on-board network (40) via a first third converter (81).

16. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the unmanned underwater vehicle (10) has at least a first fuel cell device (90), wherein the first fuel cell device (90) is connected to the on-board network (40) via a fourth converter (91).

17. Unmanned underwater vehicle (10) according to one of the preceding claims, characterized in that the unmanned underwater vehicle has a shore connection (20), wherein the on-board network (40) is electrically connectable to the shore connection (20) via a shore switching device (31).

18. Unmanned underwater vehicle (10) according to claim 17, characterized in that the land connection (20) is connected to the first sub-network (41 ) can be connected.

19. Unmanned underwater vehicle (10) according to one of claims 17 to 18, characterized in that the shore connection (20) has a first connection group (21) and a second connection group (22), wherein the first connection group (21) is designed for connection to the on-board network (40), wherein the second connection group (22) is connected to the shore switching device (31) for controlling the shore switching device (31), wherein the shore switching device (31) in the non-controlled state Connection between the on-board network (40) and the first connection group (21) is separated.

20. Unmanned underwater vehicle (10) according to one of claims 17 to 19, characterized in that the shore connection (20) is arranged to be accessible from the outside.

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