The independent electric propulsion system of modern ships is a relatively advanced new propulsion mode in addition to the traditional propeller and large shaft system. The benefits of independent electric thrust are numerous. The first is the complete elimination of the large shaft device. Most of the large shafts of machinery have a large weight. Some large ships can even have large shafts of more than 100 meters, which can only be made in multiple sections and then connected by special joints. A single set of large shafts weighs hundreds of tons. Like many aircraft carriers, they even have 4 sets of large shafts, and the combined dead weight is three or four hundred tons. As long as the large shaft rotates and does the work, it is impossible to transmit the main maneuvering energy of the ship 100%. It is always necessary to consume some energy in the middle because of friction and eccentricity. And the rotation of the large shaft will bring a certain amount of noise, which is one of the main sources of noise for surface ships, especially underwater submarines. Moreover, the installation and debugging of large shafts are very meticulous technical work. There are many capital ships in the world because the large shaft has not been calibrated from the beginning,
It often results in a situation where it cannot be used normally after delivery. The Royal Navy's 2 Queen-class aircraft carriers are a negative example of this. The most troublesome part of the large shaft is that it needs to penetrate the draft hull to do better work propulsion, so how to prevent the grinding shaft and water leakage while maintaining good lubrication is also a big technical trick. In fact, all ships and even nuclear submarines in the world that use large shafts, none of the large shaft sleeves are absolutely watertight, the difference is only whether it leaks more than a dozen tons of water an hour, or only a few barrels of water a week. Beyond the large bushing are propellers, which must also be mated to large rudder blades. Both propellers and rudder pads are relatively fragile relative to the hull. Therefore, both propellers and rudder fins are worried about damage caused by collision or entanglement with the seabed or other unknown objects. Once damaged, it must be docked for overhaul, which directly affects the comprehensive navigation efficiency of civilian ships and warships. In addition, for propellers and matching rudders,
Only at a certain sailing speed, the rudder blade can have rudder effect; If the ship is near stop, then most conventional rudder pads are not rudder. The independent electric thruster does not need to transfer energy from a large shaft at all, and only requires a secretly laid cable to transmit electricity. Therefore, problems such as water leakage of the grinding shaft are directly avoided. The electric push itself can flexibly forward and reverse. The direction of propulsion can be changed as needed. Therefore, ships using independent electric thrust can basically directly cancel the conventional rudder and servo. And if pump-pushed electric thrust, or even shaftless pump-pushed electric thrust, then the crashworthiness is far better than that of conventional propellers. Another major advantage of electric thrust is that it can run with super power for a long time, so the comprehensive horsepower is large. It is even possible to make the ship itself turn around in place and reverse with repeated forward and backward conversions. Because of these comprehensive advantages, most of the earliest high-power electric propulsion were special ships such as polar icebreakers. In the past, the world's largest single electric thrust power did not exceed 38,000 horsepower.
And a large country is likely to soon launch a super giant electric push with 80,000 horsepower or even 100,000 horsepower. 2 can propel 50,000 tons of all-round ships; Four giant aviation ships that can push 150,000 tons to more than 37 knots.