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Autor Tema: Estado de la industria de motores navales (diesel y otros) en Rusia  (Leído 1656 veces)
Amador Urssus
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« : 20 Junio 2011, 21:46:19 »

Como decía en el mensaje previo a este, hace tiempo leí el siguiente artículo:

Citar
Russia has lost its diesel industry

Collapse in technical terms

Now 10 enterprises in Russia make ship diesel engines, and several tens enterprises specialize on manufacturing the accessories. From the point of view of the legal status practically all diesel making enterprises were transformed into open JSCs, which for many years have been working isolated from each another, trying to survive in the conditions of the general stagnation of the industry. Some of them did not survive the loss of orders and ceased their existence: former Nobel Plant лRussian Diesel╗ (main two stroke medium RPM engines of own design powered 3440, 4700 and 6305 kWt with n=640-900 RPM, engines under the license of MAN powered 450-1800 kWt with n=900-1000 RPM and engines under the license of Semt-Pielstik powered 2868, 3330 kWt with n=520, 550 rev/min); as well as the constructed in 80Ц90s JSC лLeningrad Diesel Plant╗ (medium RPM engines under the license of Wärtsilä with the power of 580-7380 kWt with n=720-1000 rev/min). Besides, JSC Pervomaiskdiesel (Ukraine), which in soviet times used to make medium RPM engines disappeared too.

Therefore now in Russia without the above mentioned enterprises a free niche in the market of powerful medium RPM diesel engines has been formed. Here JSC "RUMO" and JSC лKolomna Plant╗ accelerated their activities, but the latter tends to specialize on locomotive diesel engines of the type D49. There is a similar situation in the market low-power (below 100 kWt) high RPM ship engines. Without "Yuzhdieselmash" left abroad (in the Ukraine) and JSC лRiga Diesels╗ (which stopped making diesel engines at all) now Russia has only JSC Dagdiesel, which makes the engines powered below 44 kWt. Very slowly JSC Barnaultransmash is entering this sector of the market on the basis of its automobile diesel engine VAZ-3415 with the power of 34 kWt. Therefore many Russian enterprises, trying to fill in the free niche, create ship updates on the basis of their automobile and auto-tractor diesel engines offering these engines to their untraditional consumers.

Seven out of ten plants make diesel engines in the range between 500 and 1500 kWt. Only three plants (BMZ, KTZ and Zvezda) have wider range, but not fully covering the needs of shipbuilding. At the same time successful foreign firms (MAN, Wärtsilä etc.) make engines of various power ranging from several to tens of thousand kWt, thus forming standardized enginesТ families with versions unified on the design (from several tens up to several hundreds kWt), with different number of cylinders, different RPM, differently augmented, different compositions etc. It allows for constant and significant expansion of the range of the developed enginesТ updates, growing output, faster pace of the development of the new engines and, most importantly, guaranteed use of them as power-plants on any industrial or transport object.

As of today Russia is not capable of manufacturing four-stroke diesel engines of the power range:
 medium RPM 3700 kWt (the main engines of big fishery ships, oil tankers, dry-cargo ships, tugs etc.);
 high RPM in the range from 44 to 118 kWt (auxiliary engines and emergency a diesel engine-generators for ships of all classes and purposes, main engines of river ships);
 high RPM below 5 kWt (engines of life boats, emergency diesel engine-generators).

According to our insiders the problem of medium RPM engines may be solved in the following ways (however, it remains hypothetical from the point of view of the policy of the government regarding the industry):
 expanding the power range of some ship diesel engines on the basis of the concept of double purpose engines (DDN) when creating ship diesel engines with the power of 8-10 thousand h.p. on the basis of the Kolomna engines sized ChN 26/26 and powered 4-5 thousand h.p. on the basis of Ural Diesel Motor sized ChN 21/21;
 when developing new types of engines meeting modern requirements: RUMO (ChN22/28), Barnaultransmash (series BMD ChN ChN15/18); modernizing existing designs of diesel engines for their application in shipbuilding: Ural Diesel Motor (ChN 21/21), Volga Diesel Maminyh (ChN 21/21).

In general technical parameters of the ship engines already reached allow for considering their use on the perspective ships keeping in mind enginesТ profitability rate, opportunity of using fuels with high viscosity, good weight / size ratio and life time parameters. However, the parameters of the Russian made diesel engines from the point of view of harmful emissions in the atmosphere remain unsatisfactory. Russian diesel makers neglected this point, therefore now the use of their models on the ships of foreign navigation becomes more and more problematic (except for separate models of licensed diesel engines of BMZ and new developments of Kolomna Plant).

Keeping in mind a broad application of the diesel engines in the power units of the domestic ships, Russian naval organizations are interested in constant improvement of enginesТ technical and economic parameters, the main of which are: fuel efficiency, reliability, durability, suitability for repair, simplicity of service, vibro-acoustic characteristics, weight and dimensions, ecological safety.

Numerous attempts of Russian diesel enterprises to create co-production with western diesel firms have not yet been successful. Purchase and attempt to arrange the manufacture of the engines under the licenses of foreign firms have not led to the planned results too. The reason is that foreign firms, as a rule, agree on transferring license documentation on the outdated types of engines, even forbidding the export of these engines outside Russia. The only exception is the Nizhny Novgorod based RUMO, which is arranging the production of the licensed engine 6 and 8 ChN 32/40 of the firms MAN B&W.

The prospects of the branch of ship diesel engines

Diesel engine is not a final product, therefore considering the prospects of the branch of ship diesels in Russia, it is necessary to first of all estimate the demand. An important contribution to the development of the diesel-building in Russia has been the approval of the Federal Target Program, aimed at increasing the balance, efficiency and safety of the transport system. The basic form of the state support to updating the stocks of the transport means is subsidizing the interest rates under the credits and leasing payments for air, sea and river transport entities. For diesel enterprises implementing this program means increasing the demand for their products, and as a consequence, development of the branch. However, it is out of the question that this kind of support can be sufficient. Diesel industry badly requires comprehensive state interference.

In total, according to various forecasts, Russia requires constructing 1462 vessels before 2010, not including floating objects for the development of the continental shelf and Naval orders. Additionally there is a need to modernize 68 ships of the river fleet. Diesel engines will be demanded in a wide power range from 5 kWt (engines of life boats, emergency diesel-generators, etc.) to 5-10 MWt (the main engines of large-capacity bulk-oil ships and dry-cargo carriers). The engines of the range 500-1000 kWt (the main and auxiliary engines of river and sea ships) and 5-6 MWt (the main engines of sea tankers and dry-cargo ships) will enjoy the greatest demand in the market.

According to the Russian MoT before 2010 326 ships of the river fleet must be constructed, mainly of the river-sea classes with the total carrying capacity over 1 million tons. 68 transport and passenger ships are to be modernized. The river-sea ships have average payload of approximately 3,0-5,0 thousand tons with two main engines powered 600-700 kWt each. Now in view of the growing turnover of goods on internal waterways there is a tendency of increasing the payloads of the ships and, hence, the power of the main engines.

As of 01.01.2006 Russian River Register included 28700 ships, of which 18000 were self-propelled. The average age of the river ships nears 30 years. Accordingly the age of the operated engines is close to this parameter. Therefore most of them passed over the deadline of overhaul and need replacing. The stock of the diesel engines in the river fleet totals about 30 thousand diesel engines of 40 dimensions and over 300 modifications. They are mainly the engines of Daldiesel, Barnaultransmash, Zvezda and RUMO.

An important role in the revival of the market of ship diesel engines may be played by introducing the Regulations ╨.002-2002 лUpdating the ships of internal and mixed (river-sea) navigations╗, which provides for a compulsory procedure of replacing the main engines and thus will ensure reliable and profitable operation of the ships for the next 15-20 years. The peak of the works on the development of the Arctic shelf will take place in 2013-2015.

Development of the Arctic regions will demand creating a wide range of transport, service and technical ships and floating objects, adapted for the work in heavy climatic conditions. In the near future according to some estimations Russia will require over 1000 ships for the navigation in the northern seas and along the Northern Path (ice breakers, tankers, cargo ships, tugs and other vessels). The power plants of the ice class ships consist, as a rule, of three or four powerful engines. The main engines of such ships have to correspond to higher requirements of strength and lifetime; they must have 20-30% higher torque while mooring, enough reserve power and high acceleration. Thus, about 100 ships intended for the navigation in the northern seas may demand from 300 to 400 powerful engines.

What it costs

The price of ship power installations can make from 10% up to 35% of the cost of a vessel and, as a rule, is fixed when concluding the delivery contract. Therefore the issues of the competition in ship diesel engines, even keeping in mind certain expenses on promoting the goods on the market, are worthwhile considering from the economic point of view. Though it has been traditionally considered that the prices of the domestic shipsТ power installations are lower than of their imported analogies, real comparisons of the prices keeping in mind enginesТ configuration prove that the prices are nearly equal, though, as a rule, the quality of the import matches considerably exceeds the quality of the domestic engines and the consumer frequently prefers imported product. Remaining completely fair one should notice that during real operation the consumers are likely to face a high level of the depreciation, increased operating costs, not reliable and timely warranty service from the foreign suppliers. However, foreign suppliers are constantly improving their offers, whereas Russian industry does not show any reasonably important signs of improvement.

There are different references concerning the assessments of the costs of the enginesТ operation, since they are determined by a big number of components: specific power of the unit, degree of automation of the diesel-generating installation, type of RRP (mechanical or hydraulic), availability of additional accessories, availability of the systems of recycling heat, cleaning gases, etc. Manufacturers, as a rule, in their prospects and price-lists specify the costs of the basic versions, which are corrected when negotiating with a potential client its additional requirements.

Foreign competitors beat Russians

Certain recession in manufacturing of the ship diesel engines observed in the world in 2001-2002 was overcome and in 2004-2005 there was a sharp increase in the volume of orders, especially in the category of powerful diesel engines (Mitsubishi, ╠└N B&W, Wärtsilä, MAK, etc.). This is first of all due to the increase of the cargo flow from extracting regions to processing. For Russia with its worldТs longest coastal border and sea transport being a paramount part of national economy the market of ship diesel engines is of interest not only for the domestic, but for foreign manufacturers. Practically all foreign diesel firms are working to meet the needs of modern shipbuilding: MTU and MAN B&W (Germany), MaK, Caterpillar, Cummins, GME (USA), Pielstick (France), Iveco (Italy), Wärtsilä (Finland), Sulzer (Switzerland), Mitsubishi, YANMAR and Daihatsu (Japan), Volvo Penta (Sweden), Guascor (Spain), ABC (Belgium), etc.

At the same time it is necessary to note that in the Russian home market the most active are MAN B&W Diesel, Wärtsilä, MAK, Caterpillar, Deutz, MTU. These firms have representations in Moscow, St.-Petersburg and in a number of seaports of Russia. They established direct links with the customers of the ships, design organizations and shipyards. These companies carefully study shipbuilding orders, providing technical support for designing new ships.

A specific niche still available for the foreign firms in the sphere of Russian shipbuilding orders is the ships intended for the operation in the international waters, first of all it concerns Russian fishing fleet. According to the JSC Giprorybflot before 2010 the nation will need to construct 787 large, average and small fishing ships. In view of the specific requirements to the main engines determined by the conditions of the work in the international waters it is planned to order from foreign shipyards such power units, in particular from Wärtsilä (type 20), MAK (type 20), Caterpillar (type 34, 35, 36), Volvo Penta.

Recently General Electric Transportation Systems has become very active in the Russian market. According to Rosbalt this company within five years, since 2004 plans taking 25% of the Russian market of the engines for medium tonnage ships with the deadweight from 1 to 6 thousand tons.

Russia annually builds about 10 ships of similar displacement. Each has one-two main engines and two-four auxiliary engines. Director of the European representation of General Electric Jan Grjuneveld has declared that similar installations are not made in Russia.

After three years of the work in Russia work in May, 2007 GETS held the presentation of its representation on the GE V228 ship diesel engines family in St. Petersburg. There the company provided detailed description of the system of repair and service.

Numerous attempts of some Russian diesel enterprises to create co-production with western firms have not lead to success. Purchase and licensed manufacture of diesel engines did not yield the planned results too. The examples of such unsuccessful attempts in last years were: Cheboksary based JSC Dieselprom refused from licensed manufacturing of MTU engines, BMZ did not manage to make medium RPM engines of the firm Holibi, Gorki Car Plant failed with the development of the manufacture of automobile engines of the Austrian firm "Staer", Autodiesel refused to manufacture of the engines under the license from Iveco. The general tendency is that foreign firms, as a rule, agree on transferring the license documentation on the out-of-date types of engines, moreover, forbidding export of such engines from Russia.

The domestic diesel plant dealing with the development of the manufacture of license engines 6 and 8 ChN 32/40 (firm MAN and B&W) is RUMO, Nizhni Novgorod. Under the license of MAN B&W it makes engines ChN 32/40, in-line, vertical, with turbo-supercharging, powered 2640-3520 kWt, ne=750 rev/min, ge=182 g/kWth. These engines are used as propeller installations for river and sea ships, main and auxiliary diesel-generators on the sea and river fleet.

Certainly, a positive example is the organization of the manufacture under the license of German-Danish company MAN B&W Diesel A/S of powerful low RPM ship engines at BMZ. These engines are two-stroke, cross-head, reverse with turbo-supercharging (DKRN) and with a direct transfer to the propeller blade of the fixed and adjustable step °рур. The engines are intended for the installation on the ships of transport and fishery fleets as the main power-plant.

Also it is necessary to note, that due to the liquidation of the JSC Russian Diesel the medium RPM licensed engines of the firms MAN and Semt-Pielstik left the Russian market.а The same happened with medium RPM engines under the license of Wärtsilä powered 580-7380 kWt at n=720-1000 rev/min due to the liquidation of the JSC Leningrad Diesel Plant. The main type of the imported engines on the river ships were and remain the engines of German SKL of the type 6NVD-26 and Czechoslovak made Skoda. Now these engines passed the limits of their lifetime and require replacing.

JSC Pervomaiskdieselmash and JSC Yuzhdieselmash (Ukraine) may become potential players in the Russian market of ship engines if they raise the quality and technological level of their products. In soviet time these enterprises were active suppliers for Russian shipbuilding and now preserved industrial potential. However, they became uncompetitive and lost the traditional the positions.

Despite of the penetration of the foreign firms into the Russian market of diesel engines, like in soviet time there is a certain shortage of ship diesel engines. Wide use of foreign products proves that. Besides, due to the limited volume of utilization the production capacities of the Russian shipyards the shortage of the ship diesel engines have also a latent nature, as Russia needs the ships, but builds them abroad. Joining the WTO will aggravate the situation in the market of the ship diesel engines having high technical and economic parameters, including on toxicity and noise. On the other hand, the availability of a huge home market is a positive factor facilitating the process of achieving the worldТs level of piston engines. There are a lot of reasons for lagging behind; one is obvious Ц low technological level of the domestic diesel industry. It is necessary to mention that many scientific and technical achievements of the last years both in Russia and abroad which could have essentially raised the level of the domestic diesel technologies, remained not used. Concentrating on only the home market is not a correct direction of the development.

One of the positive examples of the international cooperation in diesel-building is the creation of a new diesel engine for the plant of railway machinery in Qishuyan (China). Designing and introduction of a new diesel engine was given to the well-known Austrian firm AVL from the city of Graz.

Under a contract when designing technologies the opportunities of the existing equipment should be considered. The experimental model of the engine was constructed in Qishuyan. Sketch designing took place in Austria by the experts of AVL and Qishuyan, simultaneously all calculations were made. All working drawings of the engine were made by the engineers of Qishuyan, then they were checked and signed by the experts of AVL. It guaranteed that the Chinese experts completely learned the technologies transferred. Besides, this method of the organization of works turned out effective from the economic point of view.

In Russia Austrian firm AVL List GmbH concluded similar contracts on creating new design of automobile diesel engines with a number of the enterprises: Zavolzhsky Motor Plant, AvtoVAZ, Barnaultransmash. With the participation of AVL List GmbH diesel engine YaMZ-536 corresponding to the requirements of Euro-4 was created.

The peculiarity of these examples is that the CUSTOMER creates a design with own opportunities, on the basis of his own experience, but with the maximum utilization of the scientific foundation and means of the Contractor, in this case AVL List GmbH. Such cooperation is possible and in the sphere of creating modern ship diesel engines.

In general, despite of the active penetration of the foreign firms, like in soviet time, today there is a shortage of ship engines in Russia. Foreign firms work in all sectors of the Russian market of diesel engines:

Most active sales are observed in the niche of medium RPM ship diesel engines made by MAN B&W Diesel, Wärtsilä, MAK, Caterpillar, Deutz, MTU.

There are no activities in the field of license agreements as foreign firms agree only on transferring the documentation on the outdated types of engines. Sales of the licenses for manufacturing ship diesel engines of firm MAN B&W Diesel (RUMO and MBZ) can be regarded as a rare success.

It has not yet been possible to create a joint venture, though the work in this direction has been done already for a long time.

Cooperation in the scientific and technical area is very perspective, but so far it takes place only in the sector of automobile diesel engines. This sector of the market is actively explored by the Austrian firm AVL List GmbH.

Conclusions

The general stagnation in the industry of Russia during the decade of the reforms impacted the sphere of diesel engines and their accessories. Availability of a big stock of spare engines in the repair-service organizations aggravated the reduction of the demand. Today the production level of practically all diesel making enterprises fell times fold and now makes between 10 and 50% of the soviet level.

Now 10 enterprises in Russia make ship diesel engines. During the years of the reforms JSC Russian Diesel and Leningrad Diesel Plant which used to make powerful medium RPM ship diesel engines did not survive the competition and ceased their existence. As a result this sector of the ship diesel engine market got relatively free niche into which foreign firms are actively penetrating.

In sector of the market of ship diesel engines powered below 100 kWt only Dagdiesel remained. In soviet time this power range was contributed by the Ukrainian Yuzhdieselmash and Rigas Diesels (Latvia). This is why a number of enterprises started creating ship versions on the basis of the automobile diesel engines. Bogorodsky Machine-Building Plant, Tyumensudocomplekt, PFK Tverdieselagregat and also foreign firms are the most active players here.

Because of the acceleration of the industry in general and mining branches in particular, shipbuilding, the consumer of diesel engines, has certain revival. The total number of ships which are to be constructed in Russia during 2004-2010 according to the Ministry of Transport Giprorybflot is 1462 units, not including the ships and floating objects needed for the development of the continental shelf of northern seas and naval orders. It favorably affects the branch ship diesel engines. The branch got obvious leaders: RUMO, Kolomna Plant, Volga Diesel Maminyh.

The stock of the diesel engines of the river fleet, consisting of the 30 thousand units which passed the lifetime and demand replacing as well as the recently introduced Regulations ╨.002-2002 лUpdating of the ships of internal and mixed (river-sea) navigations╗ open opportunities for the development of the market of diesel engines powered 600-700 kWt.

The diesel making branch is characterized by the actively integration processes allowing to coordinate the activities of various manufacturers, and to concentrate financial opportunities on carrying out research and developmental.

A number of the enterprises of the Russian ship diesel branch pay significant attention to perfecting technical parameters and characteristics of the ship diesel engines, such as BMZ, Kolomna Plant, RUMO, Zvezda, Volga Diesel Maminyh. But, unfortunately, it is necessary to point out that some other enterprises Ц Dagdiesel, Penzadieselmash, UDMZ, Daldiesel, significantly reduced the volumes of the research and design works on the development and perfection of the ship engines. The parameters of their diesel engines remain practically the same, there are no new technical solutions aimed at increasing the power, economic efficiency, automation, control of the engines parameters etc.

Regarding the ecology and lifetime parameters neither of the Russian ship diesel engines completely meets modern requirements. Therefore developing a new ship diesel engine for the Russian shipbuilding is indispensable. The basis of this project could be perspective models of Kolomna Plant (26/26), RUMO (22/28), BMZ.

Also it is necessary to note that the experience of converting of auto-tractor engines into shipsТ version has positive results from the point of view of decreasing metal consumption and harmful emissions NOx ш SOx. Therefore auto-tractor diesel engines (made by Autodiesel) in the power range of 100-200 kWt can be a strong competitor to the traditional ship diesel engines and their manufacturers (for example, Ch15/18 of Barnaultransmash).

Though it has been traditionally considered that the prices for the domestic power units are lower than for the imported matches, real comparisons of the prices with equal conditions of configuration proves that the prices are quite similar. However, it does not exclude, that during the operation the consumer will have higher depreciation and operational costs with the foreign engines. Keeping in mind that the cost of the ship power installations makes a significant part of the cost of a vessel (according to some estimations from 10 to 35%), the issues of the competition in ship diesel industry, even with regard to the various sort of expenses on promotion in the market, seem important and acute from the economic point of view.

Now the market ship diesel engines is actively developed by foreign firms. Most active are MAN B&W Diesel, Wärtsilä, MAK, Caterpillar, Deutz, MTU in the niche of medium RPM engines. So far it has been impossible to set up joint ventures. Licenses from MAN B&W Diesel for RUMO and MBZ can be regarded as rare success. In scientific and technical sphere Austrian firm AVL List GmbH is working actively, but so far only for automobile diesel engines.

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Mis preguntas son:

¿cómo está el asunto?
Ahora que se está hablando del Varyag (primer portaavion chino) y de la venta de la tecnología de sus turbinas (DN80) por parte de Ucrania a China, ¿como anda esta otra rama de propulsión naval en Rusia?

saludos.

pd- Si ya existe un hilo similar o si hay que cambiar este post para que se adecue mejor a su título, etc... tienen las manos libres. A  Para ver el contenido hay que estar registrado. Registrar o Entrar







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Las ideas son más poderosas que las armas. Nosotros no dejamos que nuestros enemigos tengan armas, ¿por qué dejaríamos que tuvieran ideas?. Iosif V. D. Stalin

¡Cuando un pueblo enérgico y viril llora, la injusticia tiembla! Fidel Castro Ruz
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« Respuesta #1 : 20 Junio 2011, 22:09:42 »

Saludos

El problema vino con la caída de la URSS porque quedó lo importante en éste campo en Ucrania. Esto y las malas relaciones con Kiev en los últimos años propicio que se espabilzasen en el asunto 'Turbinas para buques'.

Aquí tienes algo:

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UN SALUDO
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« Respuesta #2 : 18 Junio 2021, 01:12:32 »


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17 DE JUNIO DE 2021 16:50

En junio, la planta de construcción de máquinas de Kingisepp comienza a fabricar tres esqueletos para motores 23 / 2x30 previamente producidos por la empresa estatal rusa de diesel. Para estas tareas, la empresa lanzó nuevos equipos.

En uno de los sitios de producción de KMZ en el pueblo de Naziya (distrito de Kirovsky de la región de Leningrado), ya se ha completado la instalación de la fresadora horizontal doméstica IR1600. El equipo para ello se fabricará de forma independiente, por las fuerzas de la oficina de diseño de la fábrica y el departamento técnico.

"Se ha desarrollado una fresa especial para procesar dientes y otras unidades, no hay análogos de este tipo de equipos en Rusia", dijo Roman Kiyashko, director general adjunto de KMZ. "Una gran mesa giratoria de 3800 mm de largo y 3900 mm de ancho también es siendo montada. Además, una cimentación de 40 m2 sobre cojines antivibración ”.
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« Respuesta #3 : Ayer a las 22:32:21 »

Amplio artículo sobre el desarrollo de las turbinas navales
Demasiado largo para colocarlo aquí


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23 DE JUNIO, 04:00

El corazón de los buques de guerra. ¿Cuáles son las perspectivas para el desarrollo de la construcción de motores marinos en Rusia?

La construcción de motores para buques de guerra en el océano y la zona marítima es una de las tecnologías clave: cualquier armada moderna (Marina) es impensable sin sistemas de propulsión confiables, potentes y eficientes. La producción en serie de motores para corbetas y fragatas determina en gran medida las perspectivas futuras y las direcciones de modernización de la  Armada.

Durante la Guerra Fría, la Unión Soviética se centró en el desarrollo de la ingeniería de propulsión marina: el país produjo sus propias plantas de energía para todo tipo de buques de guerra. Se presta especial atención a este campo de la ingeniería mecánica en Rusia: después del colapso de la URSS, se decidió crear una base naval rusa para la construcción de turbinas de gas. Ya en 2006 y 2008, por orden del Ministerio de Defensa de la Federación de Rusia, se completó con éxito el trabajo de diseño experimental (I + D) para crear motores de turbina de gas marinos domésticos: en particular, se desarrollaron dos motores de turbina de gas marinos: M75RU con una capacidad de 7000 CV. y M70FRU con una capacidad de 14.000 hp.

En 2014, se lanzó la segunda etapa del programa para desarrollar y dominar la fabricación de motores de turbinas de gas marinas (GTE) y unidades de turbinas de gas.
En concreto, a finales de 2017, se llevaron a cabo tres proyectos de I + D + i en la UEC:
 • Desarrollar una tecnología para la producción en serie de un motor de 27.500 CV de potencia. para su uso como parte de unidades de turbina de gas (GTU) de buques de desplazamiento;
• en el desarrollo de un GTA basado en el motor M70FRU-2 para aerodeslizadores;
• sobre el desarrollo de un GTE M70FRU-R reversible para buques de desplazamiento.
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