A friend asked: With the existing power of more than 80,000 tons of platforms, or a little upgrade based on the existing power system, then how many tonnage can this conventional power system be suitable for a new platform, such as whether it can be suitable for a 100,000 tons? Regarding this issue, I will explain it in a little more detail here. Currently, the global ship , whether for military or civilian use, is mainly based on diesel internal combustion power; of course, today's marine low-speed, high-power or medium-speed medium-power marine diesel engines can not only burn ordinary diesel; in addition to light diesel, heavy diesel, heavy oil , kerosene, and even gas can be used directly as a power source. Most of the international large-scale container ships today include supertankers . They usually burn relatively cheap heavy oil on the offshore oceans, and diesel or gas that meets international environmental standards only when they approach the coastline or enter the port. The reason why diesel engines in the broad sense have become the first choice for civilian heavy-duty ships is mainly because the fuel cost is relatively low, the combustion efficiency of
fuel is relatively high, and the complexity of the machinery is relatively simple. Once a failure occurs, the maintenance process is relatively easy and inexpensive; and if the marine diesel engine operates according to the specifications, the probability of failure in the middle is not very high. This results in diesel engines being the first choice for ships worth hundreds of thousands of tons, ships worth tens of thousands of tons, and fishing boats worth hundreds of tons. Because of this, diesel engines are also popular on warship . Some frigate are all-chizone powered by themselves, such as the 053 and 054 series. The 052 series is also the alternating power of Chairan. It is also fully powered by low and medium cruising. Even with relatively advanced and high-end all-electric propulsion, such as on Queen-class aircraft carriers and 45-class destroyers, they mainly use diesel engines to generate power propulsion at low speeds. All giant nuclear-powered aircraft carriers, such as the Nimitz class and the Ford class , are outside of nuclear steam power, and use a large number of diesel engines as the last safety bottom line of the system when backup exists. The auxiliary diesel engine is even directly "inlaid" and on the large power axis of
4, once all the nuclear power is damaged and collapsed, the diesel engine can still bear the last hope of escaping the battlefield with independent power. So since diesel engines are so easy to use, why don’t there be the main power of the ultimate unification of military ships, especially large aviation ships that often cost tens of thousands of yuan? This is because all marine diesel engines have one common weakness, that is, it is difficult to boost large ships, including large civilian ships and large warships, to high speeds of more than 28 knots. There is no problem with below 28 knots, which is why the speed limit of the 054 series frigate is 28 knots. The 28 knots are enough for all intercontinental civilian ships, but they can only be said to be an entry-level high speed for large warships. Because only by ensuring that 30 knots or more than 30 knots can a large ship of tens of thousands of tons be completely freed from the submarine . To this day, this speed is also applicable to nuclear submarine . To achieve this completely, the current technology has not been substantially improved compared with World War II during World War II.
means that the steam power of the oil-fueled high-pressure boiler or the steam power of the nuclear power pack must also be used. Using gas turbine plus diesel engines, or unqualified nuclear submarine steam power, both the Queen-class and the Charles de Gaulle-class power are basically jokes in actual combat. The maximum is less than 27 knots, and it cannot get rid of the nuclear submarine at all. The actual power is comparable to that of 055. At present, whether it is the conventional oil-fuel boiler or the aircraft carrier nuclear power package, it can only provide three levels of steam power options: one is 220,000 axle horsepower, the other is 260,000 axle horsepower; the last is 280,000 axle horsepower. There is no fourth type so far. The 220,000-axis horsepower is actually the power standard from the Kiev class to the Kuwai ship. The later ships 16 and 17 also belonged to this level, and at most they only made some improvements in heat recovery. This power standard drives a 60,000-ton hull to a high speed of up to 3X knots. And 260,000 axle horsepower is the actual power standard from Nimitz to Ford class.
pushes the hull of 9.3 to 103,000 tons, reaching 31 knots at the fastest, the lower limit can ensure 30 knots, and it can still generally exceed the basic requirements of 30 knots. However, the maximum speed is reduced compared with the 16th and 17th ships. This shows that nuclear power is not absolute power, but the sustainability is better. The highest standard in the world is the Kitty Hawk-class 280,000 axle horsepower. It can push up to 34 knots of 80,000 tons. The horsepower and speed are actually more powerful than the later Ford class. The four Kitty Hawk-class ships no longer exist. Such an active ship with the largest axle horsepower in the world is actually a new platform of more than 80,000 tons. Starting at least 280,000 axle horsepower, if further strengthened and the high-power diesel auxiliary engine is added, it should be able to evolve to 300,000 axle horsepower, and push the hull below 90,000 can run out of world-class high-speed; if the requirement is reduced to 32 knots, then pushing the 110,000-ton conventional hull will also fully meet the standards. This also implies that the next-generation upgrade does not need to worry about the power itself.
