Shipbuilding Corporation Kolodyazhny Dmitry. Dmitry Kolodyazhny: scientists and shipbuilders are creating new alliances. — What do we have with ship engines?

About the state of affairs in the industry, new projects, innovations and promising developments FBA "Economy Today" told Dmitry Kolodyazhny, Vice President for Technical Development of the United Shipbuilding Corporation.

- Dmitry Yuryevich, with what results did civil shipbuilding complete 2016?

It can be noted with confidence that the volume of delivery of vessels, both in quantitative terms and in terms of displacement, is steadily increasing - in 2016, USC built 14 and repaired 4 civilian vessels, and in the first half of 2017 plans to commission another 10. Today, enterprises included in the USC, carry out orders for the construction of more than 50 ships. Their range is very extensive. The order line includes an icebreaker of the ARC130 project, linear diesel icebreakers with a capacity of 25 MW and 16 MW, stationary platforms for hydrocarbon production, a river-sea cruise ship, supply vessels for working with floating semi-submersible drilling rigs, tankers of the RST 27 and RST 25 projects, an air vessel cushion SVP-50, passenger ship A45-2, tugs and cargo pontoons. But I would like to note that the volumes that are currently present in civil shipbuilding do not suit us - they must increase significantly. The goal, which was also stated by USC President Alexei Rakhmanov, is to increase production volumes. So to fulfill all plans, we must learn to pass about 2 million tons of steel annually through the corporation’s shipyards.

- What can you say about the quality of Russian shipbuilding products?

Our shipwrights are excellent at welding hulls and making superstructures, installing various mechanisms. However, now the vector in all areas of transport engineering is moving towards digital technologies. If earlier it was possible to call any civilian vessel exaggeratedly “a hull with a motor”, then today, also exaggeratedly, it can be called a floating data center, where one of the main functions for creating such an object is no longer only the function of producing the hull, but also the integration function various systems: propulsion, navigation, emergency rescue and many others. If we're talking about about warships, then the function of integration with weapon systems is added to this pair. Network technology is rapidly entering both civil and military shipbuilding. digital technologies, technologies for automating decision making at any level. This is no longer tomorrow, this is today's shipbuilding.

- Innovative technologies do you use?

Yes, this is one of our development vectors laid down in the USC Technical Policy. This document strengthens and complements competitive advantages corporations. For example, the technical policy includes the key program “100% digital”. It introduces the ideology of priority of 3D models at all stages of the life cycle - from design, construction to ship recycling. The 3D model includes a certain set of additional data.

- Which ones?

This is not only geometry, but also a volumetric block of data that replaces the usual drawing and carries information about the material, processing technology and a whole range of other data. The use of a 3D model in a unified information environment allows us to dramatically reduce the costs of pre-production and design and, thus, makes it possible to increase competitiveness through a flexible approach to the design and layout of vessels, which we, in turn, can quickly offer to the client. Today, the introduction of 3D technologies makes it possible to simulate the assembly process virtually, and in the future achieve high precision joining of large saturated blocks with an error of no more than a millimeter.

- It’s interesting to know whether it appeared in Russian shipbuilding updated information and reference database or do you use reference books from the times of the USSR?

Right now, USC is quickly creating a unified information environment in which our design bureaus and factories are beginning to communicate. It will allow the legal exchange of data between subsidiaries and affiliates. The second project that is being created within the framework of this program is a project of normative and reference information. It will allow everyone in the corporation to “speak the same language.” Directories of equipment, basic technological processes, reference book of normalized products and so on. All of them will be collected on a separate server and integrated with the main computer systems used in the corporation.

“Didn’t this exist before everything?”

Yes, of course, all this is there, but in this case I focus on the word “single”. Historically, unity as such did not develop. Now we will unify the entire variety of product items, which will ultimately result in lower costs.

Icebreaker Polaris is capable of running on liquefied natural gas or low-sulfur diesel fuel

-Can a corporation adapt to a specific customer?

We are able to select such technical solutions, which will fully satisfy the customer’s needs, for example, for a propulsion system. To do this, we are now forming an optimal model range in this direction, consisting of an engine, gearbox or generator, and so on. Then, as if from a designer’s cubes, ready-made, technically and economically calculated proposals for the consumer are put together, and he then makes his further choice.

- This process is somewhat similar to choosing a car...

Yes, that is right. This is a kind of analogue of a car dealership where you come to buy a car, and they offer you not a unique engine of its kind, but five ready-made, proven modifications. A similar ideology will be laid in our country. The “100% Digital” project implies a certain methodological part. Now standards are being laid, requirements for mathematical models, for their creation, transmission, storage, and so on. This will allow us to use a mathematical model developed in one design bureau for work in any other design bureau, or for preparing production at any of our shipyards. The second advantage this project brings is the opportunity to work in cooperation.

- Are you talking about the second USC technical policy program?

Absolutely right. The second program of USC's technical policy sounds like “Cooperative construction in large, saturated blocks exactly to size.” Large-block construction makes it possible to more efficiently use the most expensive element of any shipyard - either a dock or a slipway slab, which is intended not for small assembly and saturation of ships and vessels, but for final assembly and launching of the object. Again, the analogy with a car assembly line. Of course, you can solder an instrument panel or a central computer on it, but no one does this, since the conveyor is the most expensive thing in an automobile enterprise, and it must produce cars, so assembly in large blocks takes place on it. The same is true in shipbuilding. The ideology that we lay down for the future construction of ships and vessels is large-block construction: blocks are created in which equipment is mounted, pipeline lines, cable systems. In this form they are delivered to final assembly or to cooperative enterprises.

- How much time does it take to build one ship? And is it possible to reduce the time frame?

If we consider the time scale of ship construction, then cutting metal for an object alone can take up to six months. We understand that we have absolutely similar capacities for cutting, cleaning, and priming metal at shipyards located not far from each other. Therefore, it is possible to distribute the volume of work between shipyards and perform a technological operation using not one, but two or three shipyards, thereby reducing production time by a factor of several. Cooperation is possible both at the level of operations, parts, components, and at the level of large saturated blocks. To achieve this, today unified requirements for design in large blocks are being developed, and unified standards are being laid in the field of lifting equipment and transport infrastructure.

The use of non-contact measurement systems based on laser radars and laser trackers also helps speed up the production process. The third direction of USC’s technical policy, Sudometrics, is devoted to this topic. It allows you to take a qualitative step forward - to move away from time-consuming fitting operations. Now contactless measurements are being actively implemented in military and civil shipbuilding. Our domestic companies can already produce the necessary equipment, but for now they are integrating domestic and imported components into ready-made technological solutions. There is a certain problem here about what is considered “Made in Russia”. After what number of internal assembly operations or the number of domestic parts a product becomes Russian is not yet fully determined. But work is underway.

- How does USC implement the import substitution program?

For example, in terms of technology, the process of import substitution in the field of welding equipment and welding technologies is actively moving. And welding is the main technology for us, although not the only one. Composite shipbuilding is gaining momentum - now many small-displacement ships are almost entirely made of composites. It's obvious that composite technologies shipbuilding will gradually displace traditional ones, moving from small to large displacement and “conquering” more and more new positions in the field of ship engineering. As you know, on December 9 in St. Petersburg we delivered a fully composite minesweeper. Also in the Northern capital, corvettes with a composite superstructure are made.

- What else, besides composite materials, is already produced in Russia?

Very good domestic metal-cutting machines have appeared. Russian enterprises is created quality equipment and technologies for our industry: communication lines, fire protection systems, painting technologies, coating technologies, etc. To introduce innovative proposals, we study what interests us in a particular area and form a “request for innovation.” For example, USC is interested in new design methods, new grades of steels and composites that work in extreme conditions of low temperatures. We combine these requests into structured lists and use them as proposals for cooperation. There are two scientific and technical councils within the USC: one is our internal one, and the other is a joint body created on the basis of the USC and the Krylov State Scientific Center (KGSC). KGSC is a unique industry research center with unique developments and testing facilities. For example, there are huge test pools there, including even an ice pool. Both scientific and technical councils meet regularly, making technical and technological decisions important for the industry. Now we plan to involve universities in this work on innovative projects.

- Are there many Higher Ones? educational institutions Are they preparing personnel for shipbuilding?

In shipbuilding, the key specialized university is the St. Petersburg State Marine Technical University (“Korabelka”), where personnel are trained in almost all shipbuilding specialties. Universities in Sevastopol, Arkhangelsk and other cities have faculties and departments that also train specialists for our industry.

- Please tell us about new high-tech projects.

Since we have touched on the topic of universities, I will focus on the Pioneer-M project. We are implementing this project together with the Agency for Strategic Initiatives (ASI) and the Ministry of Education and Science of Russia on the basis of the Sevastopol state university. It is important to talk about it just on the eve of the Year of Ecology. We are talking about a full-fledged multidisciplinary research vessel, which has in its design all the main modules that allow it to carry out multi-day expeditions with high level everyday comfort for the ship's crew and scientists. "Pioneer-M" is unique scientific base with a modular or, more precisely, container principle for placing research equipment. One container with equipment can be a biological laboratory, another can be an underwater robotics laboratory, a third can have geological equipment, a fourth can be equipped for the tasks of underwater archaeologists, and so on. For the university, such a vessel is a real help not only in the field of training shipbuilding personnel, but also in the field of scientific work in other areas. Many new ideas and technologies will be developed on the basis of Pioneer-M, for example, the technology for using renewable energy sources and some modules that provide unmanned control. Such projects are interesting and useful both for scientists and students, and for shipbuilders.

- At what stage of development is this project?

Now approved preliminary design. Work in progress technical project R/V Pioneer-M. Now it is necessary to carefully check the results of students' work. Very experienced specialists from our Sevastopol design bureau “Coral” were involved in the work. After careful development and passing the necessary technical examinations, its implementation in metal will begin. In mid-2018, the ship should be fully ready for the first research activities.

- Are there other projects implemented by USC with universities, besides Pioneer-M?

There are interesting technological projects, and if we talk about product projects, then, for example, in St. Petersburg, together with Korabelka, a concept called “EcoBot” is being discussed. This is an idea to create a completely environmentally friendly ship platform, on the basis of which ships for walking along rivers and canals in St. Petersburg, a river taxi, and many other interesting projects can be developed and created in the future. I believe that the university will be able to use such a platform both as a scientific and technical base and as a business project.

- 2017 in Russia has been declared the year of ecology. Are there any environmentally friendly ships in Russia?

USC shipyards are capable of building environmentally friendly ships today. Moreover, such vessels are successfully built and launched. For example, in September 2016, Arctech Helsinki Shipyard (a Finnish asset of USC) supplied the Finnish transport agency with an icebreaker Polaris, which can run on liquefied natural gas or low-sulfur diesel fuel. Let me also remind you about the project of ice-resistant jack-up platform No. 1 for the field named after. Filanovsky - technologically it is built on the principle of zero discharge, that is, it does not pollute the ecosystem of the surrounding water and air oceans. I would like to emphasize that in 2017, the year of ecology in Russia, USC plans to develop and adopt a new corporate environmental program.

What does the combination of science and practice give in shipbuilding?

One of the propellers for the Arktika icebreaker was manufactured at the Zvezdochka Ship Repair Center in Severodvinsk. Photo: Press service of CS "Zvezdochka"

Dmitry Kolodyazhny, Vice President of the United Shipbuilding Corporation for Technical Development, answers Rossiyskaya Gazeta's questions.

Not long ago, USC President Alexei Rakhmanov and President of the Kurchatov Institute Research Center Mikhail Kovalchuk signed a bilateral agreement and called it “a springboard for a joint movement forward.” Why was the agreement required and what does it provide?

Dmitry Kolodyazhny: The work of the Kurchatov Institute itself was initially of great interest to USC in a number of areas. Firstly, these are atomic power plants ships and vessels and everything connected with it. The institute's core activities affect this area, and work is carried out on a wide front, from the design of installations taking into account customer requirements and ending with their testing, as well as disposal nuclear fuel. We are interested in working on these tracks related to all stages of the life cycle of nuclear installations.

USC is also interested in the second block of Kurchatov’s activities - materials science. Recently, an event occurred that further expands the scope of our interaction in this area: our specialized materials science research institute “Prometheus” has merged into the structure of the National Research Center “Kurchatov Institute”. This block covers all work related to metallic, non-metallic, composite materials, as well as all kinds of binders.

We are working and planning to develop our cooperation in the field of welding technologies, the use of composite and ceramic materials, we are conducting collaborations on tribological products, coatings and a number of other areas.

What scientific (design) organizations and production teams are involved in such joint work?

Dmitry Kolodyazhny: Almost without exception, all USC organizations. Because, if we talk about “Prometheus” as part of the Kurchatov Institute, then the use of any materials in shipbuilding requires research and testing to confirm certain characteristics and properties. Any changes, both in materials and in their processing technologies, require appropriate confirmation. Therefore, without exception, all design bureaus and USC plants that have worked with Prometheus for decades will continue to cooperate with it - now as part of the Kurchatov Institute.

Design bureaus and shipyards that worked with Prometheus will work with it as part of the Scientific Research Center "KI"

If we talk about nuclear issues in our cooperation, this covers both military and civilian areas in the activities of the USC, including the Rubin and Malachite design bureaus, the Sevmash enterprise and the Zvezdochka Design Center. The nuclear icebreaker theme is already a combination of the Baltic Plant and the Iceberg Central Design Bureau. In a word, everyone interacts without exception.

Where and when are joint projects launched or already launched?

Dmitry Kolodyazhny: Enterprises in the industry have had joint projects with the same “Prometheus” for decades. We have always actively collaborated with this institute; there are hundreds of contractual works, joint research and implementation. Recent ones include the development of new welding technologies and the introduction of new alloys in shipbuilding. Work is underway to use composite materials in the construction of hulls, as well as in ship engineering.

A number of new projects connect us with the Kurchatov Institute itself. For example, simulation modeling of possible processes in objects with atomic power plants. There are some environmental projects related to the processing and disposal of nuclear waste.

How does this relate to solving the problems of import substitution in military and civilian shipbuilding?

Dmitry Kolodyazhny: This is a block of work associated primarily with the Prometheus Research Institute. Scientific works Kurchatov Institute have always been at the highest world level. Moreover, the Kurchatov team already has everything domestic - both materials and technologies, as well as design solutions.

A number of works are currently underway with Prometheus, which are aimed at replacing some imported materials and introducing their analogues into existing production. At the same time, materials and technologies are being developed to outpace imports. It is no secret that there are now a number of sanctions restrictions related to supplies for the needs of USC enterprises. Interaction with Prometheus is precisely aimed at eliminating these difficulties that have arisen.

The new one is expected to be launched in mid-2016. nuclear icebreaker"Arctic". What is really new about it and what will the next generation all-terrain vehicle for the Arctic be like - the one that is still being designed?

Dmitry Kolodyazhny: Thanks to the use of variable draft, icebreakers of this project are able to operate effectively both in deep Arctic water and in shallow water, in the beds of polar rivers. This feature makes it possible to replace with these icebreakers both the previous generation Arktika icebreakers and the Taimyr type vessels. During the construction of the next two icebreakers of this series, the improvement of the main technical characteristics while optimizing operating costs.

The union of Kurchatov workers and Prometheus will benefit both science itself and USC as an industrial customer

The situation in and around Russia encourages us to think about supporting domestic producers and developing the necessary competencies at home. And recently a message came that a multifunctional icebreaking vessel for Sovcomflot was laid down in Helsinki - at the Finnish shipyard USC Arctech Helsinki Shipyard. What is the reason for this and is there a contradiction here with the general line of supporting shipbuilding in your country?

Dmitry Kolodyazhny: Firstly, it should be noted that USC is the owner of this Finnish shipyard. And secondly, there is mutually beneficial interaction between the Russian Vyborg plant and the Finnish shipyard Arctech Helsinki Shipyard. And there are many advantages in this cooperation: commercial, technological and others. This good example cooperative interaction in the icebreaker direction.

Is the creation of special vessels, technical equipment and new energy for work on the Arctic shelf questions of an uncertain future or a near-term prospect for USC?

Dmitry Kolodyazhny: These are both already implemented projects and excellent near-term prospects, based on the scientific and technical resources available at USC. It is worth mentioning the ice-resistant stationary platform "Prirazlomnaya", which has a certain ice class, and also note that the corporation has big amount technical developments that allow the implementation of various objects for trouble-free operation in Arctic conditions.

The technical re-equipment of Russian shipyards also requires appropriate training of personnel - including basic working specialties. What are the achievements and problems here? Whose experience (which factories) deserves to be told about?

Dmitry Kolodyazhny: USC is actively establishing relationships with its specialized universities, which have specialized departments for training shipbuilding specialists. These are, first of all, the St. Petersburg State Marine Technical University and the Northern Arctic Federal University in Arkhangelsk. Now the corporation is embarking on a large-scale project to interact with the Sevastopol State Technical University.

Cooperation with universities of general mechanical engineering continues, because specialists in the field of metal processing on CNC machines, in the field of additive technologies, and composite materials are professionals who are able to work in all industries, not just in shipbuilding. Here I would like to note the extensive interaction with the St. Petersburg Polytechnic University and a number of other leading Russian technical universities.

Except educational processes, USC is actively involved in holding engineering competitions aimed at popularizing shipbuilding and attracting young talented specialists to the industry. For example, at the end of last year an engineering skills competition was held among undergraduate and graduate students. The projects of the competition winners were actually implemented in the works of the corporation's design bureau. We attach great importance to this work and will continue it with the involvement of new participants from among students and young scientists.

Meanwhile

Sevmash is creating a 3D technology center

At the industry youth scientific and technical conference, which took place this spring in Severodvinsk, in the Sevmash House of Technology, guests and hosts exchanged experience in using new information technologies in design preparation for production. The event was organized under the auspices of the United Shipbuilding Corporation and took place with the participation of its management. The main report was made by USC Vice President for Technical Development Dmitry Kolodyazhny.

The messages and presentations covered the most current topics, including the management system life cycle products, the use of IT technologies in design and technological preparation of production, electronic archives, modeling production processes, the use of 3D models and much more.

The introduction of advanced 3D technologies at enterprises and organizations in the industry is now receiving special attention. As noted chief designer PKB "Sevmash" Yuri Spiridonov, in order to transfer and replicate experience, work is underway to create an industry center for 3D technologies based on the software "Sevmash". They believe that this will give economic effect, will significantly reduce the cost and time of ship construction.

USC Vice President for Technical Development Dmitry Kolodyazhny / Photo: youtube.com

What does the combination of science and practice give in shipbuilding? Vice-President of the United Shipbuilding Corporation for Technical Development Dmitry Kolodyazhny answers questions from Rossiyskaya Gazeta.

- Not long ago, USC President Alexey Rakhmanov and President of the Kurchatov Institute Research Center Mikhail Kovalchuk signed a bilateral agreement and called it “a springboard for joint movement forward.” Why was the agreement required and what does it provide?

Dmitry Kolodyazhny: The work of the Kurchatov Institute itself was initially of great interest to USC in a number of areas. Firstly, these are nuclear power plants of ships and vessels and everything connected with it. The institute's core activities affect this area, and work is carried out on a wide front, starting from the design of installations taking into account customer requirements and ending with their testing, as well as nuclear fuel disposal. We are interested in working on these tracks related to all stages of the life cycle of nuclear installations.

USC is also interested in the second block of Kurchatov’s activities - materials science. Recently, an event occurred that further expands the scope of our interaction in this area: our specialized materials science research institute “Prometheus” has merged into the structure of the National Research Center “Kurchatov Institute”. This block covers all work related to metallic, non-metallic, composite materials, as well as all kinds of binders.

We are working and planning to develop our cooperation in the field of welding technologies, the use of composite and ceramic materials, and we are conducting joint work on tribological products, coatings and in a number of other areas.

- Which scientific (design) organizations and production teams are involved in such joint work?

Dmitry Kolodyazhny: Almost without exception, all USC organizations. Because, if we talk about “Prometheus” as part of the Kurchatov Institute, then the use of any materials in shipbuilding requires research and testing to confirm certain characteristics and properties. Any changes, both in materials and in their processing technologies, require appropriate confirmation. Therefore, without exception, all design bureaus and USC plants that have worked with Prometheus for decades will continue to cooperate with it - now as part of the Kurchatov Institute.

The design bureaus and shipyards that worked with Prometheus will also work with it as part of the Scientific Research Center "KI".

If we talk about nuclear issues in our cooperation, this covers both military and civilian areas in the activities of the USC, including the Rubin and Malachite design bureaus, the Sevmash enterprise and the Zvezdochka Design Center. The nuclear icebreaker theme is already a combination of the Baltic Plant and the Iceberg Central Design Bureau. In a word, everyone interacts without exception.

- Where and when are joint projects launched or already launched?

Dmitry Kolodyazhny: Enterprises in the industry have had joint projects with the same “Prometheus” for decades. We have always actively collaborated with this institute; there are hundreds of contractual works, joint research and implementation. Recent ones include the development of new welding technologies and the introduction of new alloys in shipbuilding. Work is underway to use composite materials in the construction of hulls, as well as in ship engineering.

A number of new projects connect us with the Kurchatov Institute itself. For example, simulation modeling of possible processes in facilities with nuclear power plants. There are some environmental projects related to the processing and disposal of nuclear waste.

- How does this relate to solving the problems of import substitution in military and civilian shipbuilding?

Dmitry Kolodyazhny: This is a block of work associated primarily with the Prometheus Research Institute. The scientific work of the Kurchatov Institute has always been at the highest world level. Moreover, the Kurchatov team already has everything domestic - both materials and technologies, as well as design solutions.

A number of works are currently underway with Prometheus, which are aimed at replacing some imported materials and introducing their analogues into existing production. At the same time, materials and technologies are being developed to outpace imports. It is no secret that there are now a number of sanctions restrictions related to supplies for the needs of USC enterprises. Interaction with Prometheus is precisely aimed at eliminating these difficulties that have arisen.

- The new nuclear icebreaker Arktika is expected to be launched in mid-2016. What is really new about it and what will the next generation all-terrain vehicle for the Arctic be like - the one that is still being designed?

Dmitry Kolodyazhny: Thanks to the use of variable draft, icebreakers of this project are able to operate effectively both in deep Arctic water and in shallow water, in the beds of polar rivers. This feature allows these icebreakers to replace both the previous generation Arktika icebreakers and the Taimyr type vessels. The construction of the next two icebreakers of this series will primarily ensure the improvement of basic technical characteristics while optimizing operating costs.

The union of the Kurchatov team and Prometheus will benefit both science itself and USC as an industrial customer.

- The situation in and around Russia encourages us to think about supporting domestic producers and developing the necessary competencies at home. And recently a message came that a multifunctional icebreaking vessel for Sovcomflot was laid down in Helsinki - at the Finnish shipyard USC Arctech Helsinki Shipyard. What is the reason for this and is there a contradiction here with the general line of supporting shipbuilding in your country?

Dmitry Kolodyazhny: Firstly, it should be noted that USC is the owner of this Finnish shipyard. And secondly, there is mutually beneficial interaction between the Russian Vyborg plant and the Finnish shipyard Arctech Helsinki Shipyard. And there are many advantages in this cooperation: commercial, technological and others. This is a good example of cooperative interaction in the icebreaking direction.

- The creation of special vessels, technical equipment and new energy for work on the Arctic shelf - are these issues of an uncertain future or the near future for USC?

Dmitry Kolodyazhny: These are both already implemented projects and excellent near-term prospects, based on the scientific and technical resources available at USC. It is worth mentioning the ice-resistant stationary platform "Prirazlomnaya", which has a certain ice class, and also note that the corporation has a large number of technical developments that allow the implementation of various objects for trouble-free operation in Arctic conditions.

- The technical re-equipment of Russian shipyards also requires appropriate training of personnel - including basic working specialties. What are the achievements and problems here? Whose experience (which factories) deserves to be told about?

Dmitry Kolodyazhny: USC is actively establishing relationships with its specialized universities, which have specialized departments for training shipbuilding specialists. These are, first of all, the St. Petersburg State Marine Technical University and the Northern Arctic Federal University in Arkhangelsk. Now the corporation is embarking on a large-scale project to interact with the Sevastopol State Technical University.

Cooperation with universities of general mechanical engineering continues, because specialists in the field of metal processing on CNC machines, in the field of additive technologies, and composite materials are professionals who are able to work in all industries, not just in shipbuilding. Here I would like to note the extensive interaction with the St. Petersburg Polytechnic University and a number of other leading Russian technical universities.

In addition to educational processes, USC is actively involved in holding engineering competitions aimed at popularizing shipbuilding and attracting young talented specialists to the industry. For example, at the end of last year an engineering skills competition was held among undergraduate and graduate students. The projects of the competition winners were actually implemented in the works of the corporation's design bureau. We attach great importance to this work and will continue it with the involvement of new participants from among students and young scientists.

Reference information "RG"

Meanwhile, Sevmash is creating a 3D technology center

At the industry youth scientific and technical conference, which took place this spring in Severodvinsk, at the House of Technology of the Sevmash Production Association, guests and hosts exchanged experience in using new information technologies in design preparation of production. The event was organized under the auspices of the United Shipbuilding Corporation and took place with the participation of its management. The main report was made by USC Vice President for Technical Development Dmitry Kolodyazhny.

The messages and presentations covered the most current topics, including the product life cycle management system, the use of IT technologies in design and technological preparation of production, electronic archives, modeling of production processes, the use of 3D models and much more.

The introduction of advanced 3D technologies at enterprises and organizations in the industry is now receiving special attention. As Yuri Spiridonov, chief designer of PKB Sevmash, noted, in order to transfer and replicate experience, work is underway to create an industry center for 3D technologies on the basis of Sevmash software. It is believed that this will have an economic effect and will significantly reduce the cost and time required to build ships.

MOSCOW, " Russian newspaper"
1

September 7 at JSC " Management Company Personnel appointments have been made to the United Engine Corporation (a subsidiary of OJSC OPK Oboronprom).

Dmitry Kolodyazhny was appointed to the newly created positions of Managing Director of OJSC Management Company UEC, Igor Gorsky became First Deputy Managing Director. General Director of OJSC OPK Oboronprom Andrey Reus will continue to fulfill his duties general director OJSC "UK "UEC".

In 1995 he graduated from the Faculty of Mechanical Engineering of St. Petersburg State technical university specialty: automation of technological processes and production, machines and technologies for metal forming.

In 1992-93 he studied at the Higher Technical School of Reutlingen (Germany), majoring in mechanical engineering. In 1993-1995 Trained in Germany at the company August Läpple GmbH + Co KG (Heilbronn) and the Higher Technical School of Heilbronn, writing and defending a dissertation for the degree Master of Science in Engineering.

From September 1993 to August 1995 - CAD Designer, August Läpple GmbH + Co KG (Heilbronn, Germany)

From January 1996 to December 1998 - senior technical sales consultant, IBM East Europe / Asia (Moscow)

From December 1998 to May 1999 - Manager, Bruel & Kjaer Sound & Vibration Measurement A/S, (Nærum, Denmark); Moscow Technical Center Bruel & Kjaer (Moscow)

From May 1999 to May 2002 - General Director, Engineering Bureau of Tekhnokad LLC (Togliatti, Samara region)

From June 2002 to December 2004 - Chief Engineer project, EISENMANN Maschinenbau KG, EISENMANN-Center Russia (Tolyatti)

From December 2004 to December 2005 - Director of Production, tractor manufacturing enterprise CJSC Agrotekhmash, within the framework of the Kirov Plant holding (St. Petersburg)

From December 2005 to November 2006 - Development Director, tractor manufacturing enterprise CJSC Agrotekhmash, within the Kirov Plant holding company (St. Petersburg)

From November 2006 to July 2008 - project manager "Creation of production and development model range trolleybuses at Likinsky Bus Plant LLC (LiAZ LLC)

From July 2008 to September 2010 - Director for Strategic Development and Marketing, GAZ Group, Buses Division

In 1994 he graduated from the Faculty of Economics of Moscow State University. M. Lomonosov.

November 1998 - March 2002 - President, member of the Board of Directors, National Forestry Company (NLC)

December 2002 - January 2006 - Deputy General Director of United Machine-Building Plants (OMZ), member of the board of OMZ, Managing Director of the Steel Division, member of the Board of Directors of Izhora Plants, Uralmash, Skoda Steel, Skoda Nuclear Construction

July 2007 - January 2010 - managing partner, GreenLife group of companies (the company owns and manages land in the Moscow, Smolensk and Tula regions, the main activity is land development).

The appointments were made based on the results of an open competition announced by OJSC OPK Oboronprom in July of this year.

The competition was held in three stages. At the first stage, candidates were selected from more than 500 submitted resumes. At the second stage, 16 candidates selected from resumes were interviewed by the corporation's management.

There are 7 candidates in the final stage full-time defended their development programs for the UEC. Of these, three represented the holding’s enterprises, four were third-party candidates. As a result, the commission selected two candidates from seven applicants.

The decision on the appointment was made by the competition commission, which included the heads of OJSC OPK Oboronprom, representatives of the Ministry of Industry and Trade, the Russian Technologies State Corporation, enterprises of the engineering industry, and experts.

In total, more than a hundred people took part in the design and analytical session, within the framework of which the competition took place - representatives of factories and design bureaus of UEC, JSC Russian Helicopters, as well as leading Russian experts on corporate governance.

According to Andrey Reus, General Director of OJSC OPK Oboronprom and OJSC Management Company UEC, “the result of the competition was not only the election of a new managing director of the holding and his first deputy, but also the determination of the outlines of the structure new system corporation management. During the design and analytical session, in a heated discussion, we received a serious set of ideas, schemes and proposals that the newly appointed company leaders will implement to implement the approved UEC strategy. Today we are actually opening a new stage in the life of the corporation. In the coming years, we need to act coordinatedly and quickly to form a new, efficient company that is competitive in global markets."

USC has tested in practice the possibility of using additive technologies in its production and plans to actively implement them in the near future. Already this year, the United Shipbuilding Corporation (USC) plans to receive the first domestically produced additive manufacturing machine. Dmitry Kolodyazhny, vice president for technical development of the corporation, spoke about how USC intends to implement additive technologies. - We are an industry that works mainly with metal. Therefore, for us, additive technologies at the current level of development are, first of all, everything related to the creation of metal products. Your magazine is familiar with the name Turichin, Gleb Andreevich. (See “Russian additive breakthrough”, No. 12 for 2017. - “Expert”) For us, this is the rector of our specialized university - Korabelka. On the other hand, I know him as one of the world's scientists in the field of laser and welding technologies. Therefore, I also associate the introduction of additive technologies in our industry with his name. This is a person who has already realized the possibility of using additive technologies in a format that is interesting to us as an industry. There are now enough on the market a large number of equipment that allows you to grow very complex, very high-quality products, but the size of a fist. A classic example: VIAM now produces a number of parts for PD-14 engines using additive technologies. The technology is in demand there, and a product with such parts is undergoing flight tests. We mainly work with large-sized parts. In our country, the dimensions of marine engineering products are sometimes measured in meters. Therefore, where we see the use of additive technologies, machines with a small working area that are on the market today are not always applicable. Now the size of the working area on average is no more than 50 by 50 by 50 centimeters. This is not exactly what we need. - Do you need... - We need sizes from a meter or more. Turichin’s installation has no restrictions on the size of the grown part. The size of the parts obtained using this technology is determined by the laser head moving system, which could be, for example, an ordinary robot, and they come with a very large working area. We are primarily interested in metal. Working with specific alloys, especially titanium, requires a protective environment. This machine has a protective sealed casing, cultivation occurs in a protective gas environment, and has a cooling system, which allows it to work for tens of hours, growing very complex and very large products. We are quite satisfied with what Gleb Andreevich did, and we see the future in his heterophase powder laser growth technology. - And where do you see its application? - The first product is, of course, a screw. We now make fairly high-quality screws, which are in fierce competition with Western ones in terms of cost. To make a high-quality, competitive screw, you need to have a very precise blank, the production of which requires a very precise mold for casting. The workpiece in this case is a casting of enormous dimensions: from 0.6 meters for the thruster propellers and up to 8 meters for the main propellers, that is, this is a workpiece with a good room. Our technologies for making molds are quite old. To “compensate” for this technological backwardness, we set increased tolerances for machining and obtain a workpiece that obviously requires a lot of subsequent machining. As a result, we get a high-quality propeller, but due to the complexity and time required to refine it, it becomes more expensive than that of our Western competitors. Using additive technology, we can create a hollow structure with a very precise geometry, with a wall thickness of approximately 0.8–1.0 millimeters, which will be the basis of the casting mold. Next, this base for fixation is filled with molding mixture and metal is poured into it. The technology makes it possible to obtain a casting with tolerances of literally two to three millimeters, which, after processing, turns into a high-quality, competitive screw. We have already made a test sample of this form. It showed the possibility of obtaining precise geometry for significantly less money. If we talk about the quality of the metal obtained using this technology, it not only surpasses standard casting, but the properties are close to those of forged products. - Why not immediately grow the screw itself using additive technology, bypassing the stage of growing the mold and its subsequent filling? - This is just the next opportunity. Today, the level of development of additive technologies makes it possible to grow a solid screw, but this will not be very cost effective due to the cost of the powder. It's still quite expensive. Now additive technologies are aimed at replacing very complex casting and very complex machining. - So we are talking about piece goods? - Yes, for now about the piece ones. Gradually, with the growing use of the technology itself, the growing range of parts manufactured with its help, the growing volumes of powder consumption and the growth of its production volumes, the powder itself will become cheaper, and, as a result, the cost of additive manufacturing will also decrease. However, from the point of view of the production of thruster propellers, there is already a significant economic effect and prospects for the use of this technology. I'll explain why. The heavier the propeller, the greater its moment of inertia, and when steering, the ability to ensure quick stops of the propeller and enable the reverse rotation mode is very important. - Reversa? - Yes, reverse. Therefore, for steering, the mass of the propeller plays an important role. This is where bionic design can be applied. Borrow solutions given by nature itself for implementation in technology. Classic examples of bionic design from the natural world that are often cited are the beak of a woodpecker or the row of bones in the human skeleton. All of them are porous inside, but quite hard and elastic. Look at the loads the skeleton bears or how this bird copes with wood. Today, computer technologies make it possible not only to design porous structures, but to create computationally simulated microtruss structures that allow a multiple reduction in weight without losing the properties we need. Until recently, the question was how to make this kind of product. The technology of heterophase powder laser growth makes it possible to do this. Moreover, it is possible to grow in any direction, and not just from bottom to top, as in classical additive technologies. - Layer by layer... - Yes, layer by layer. But here, since the particles are supplied in a stream of air under low pressure, there is no difference in which direction the product is grown. This makes it possible to either reduce the amount of equipment (technological support) or avoid them altogether. Let's say a screw. This is, in fact, a sleeve to which several blades of complex geometric shapes are attached. The blade can be grown at an angle, thereby not organizing vertical supports, which would be the case if this propeller was grown using the classical layer-by-layer technology. The next significant application of this same technology for us is ship repair. Ship repair technologies open up enormous prospects for us to increase revenue and attract new customers. I will not reveal the secret that many shipowners, especially private ones, consider money, the costs of operating the vessel and the work associated with its repair. Therefore, it is important for owners to choose between replacing a worn-out part with a new one or restoring an old one. With the help of heterophase laser metallurgy technology, great prospects are opening up for the restoration of ship parts. For example, shafts and shaft lines that wear out and which can be welded on and then machined. - The technology of laser surfacing of shafts has been used for a long time, since the late nineties, in my opinion... - The issue of processing price is important here. Yes, the shaft is a classic body of revolution. And it is clear that there are technologies for surfacing with wire and electrodes. These are old technologies. But there are products where it is necessary to restore very complex geometry, and there is geometry of the second and higher orders, if we talk about surfaces. We take the same restoration of screws. These are complex surfaces, and the new technology allows in many cases not only to restore some kind of notch, but even to extend part of the blade. We have conducted studies that demonstrate very good adhesion to the base material of the screw. What’s also interesting is that the technology is based on a laser beam. For us, a laser beam is a series of technologies accompanying heterophase metallurgy, which in one installation allow us to perform a number of other operations either with the object being grown or with the object being repaired. We understand that any increase in productivity in additive manufacturing dramatically reduces surface quality: roughness increases. But here you can find a balance when developing the technology. A quickly grown product can be refined using laser grinding technology, that is, the next pass of the beam simply smoothes out some of the roughness. The laser power is enough to provide cutting, welding, surfacing, and growing. The laser that powers all of these technologies is the same. - But are we changing the head? - No. We change the mode or control program, that is, the powder supply is turned off, and then the operation of the laser beam itself comes into effect. But that's not all. Consider the analogy with black and white and color inkjet printer. What is a black and white printer? There is one type of ink - black, which is supplied to the nozzle, and as it moves, it forms an image on a sheet of paper. What is a color printer? These are several types of ink. They are fed from cartridges into nozzles, and they form a color image. In the same way, this installation can subsequently use several types of powders at once. This provides two types of opportunities. The first is born with discrete control of the supply of each type of powder according to the principle “there is powder - there is no powder.” The second type is obtained by smoothly controlling the supply of each type of powder, essentially mixing one powder into another in one proportion or another. In the first case, it is possible to obtain “skeletal” structures, where the “skeleton”, or skeleton, of the product is made of one material, and the body, which has certain other properties, is made of another material. By smoothly regulating this process, we can obtain products with gradient properties, which is unique in itself. Therefore, in the future, I hope, the question of what material this part is made of will require additional clarification: in what place? I will give an example from the same aviation, more precisely, aircraft engine building. You can make an engine blade in which the locking part is made of a material that ensures its secure fastening. Further, by adding aluminum to the base material of the blade (for example, titanium), it is possible to form the blade feather from a titanium intermetallic compound, thereby almost halving the weight of the part while ensuring the same strength properties. There are many variations in the use of several materials when growing. Therefore, parts with gradient properties are also the future of additive technologies. - If we talk about application new technology for the manufacture of screws - when growing a casting mold to obtain a workpiece or growing the screw itself - have you calculated how much faster and cheaper the result is compared to traditional technology? - We calculated it. This results in an almost twofold reduction in price. But again, there are different screws. If we talk about complex screws (for a number of military products and so on), naturally, there is a significant reduction. If we talk about thruster propellers, then in addition to reducing cost, we are talking about improving the properties of the entire product: the vessel becomes more maneuverable. - Do you mean a propeller grown using bionic design? - Certainly. This technology, in addition to a formal approach to the formation of a workpiece, opens up a number of opportunities for creating products with unique mechanical properties, which were previously unavailable. Again, I will not reveal the secret that low noise is very important for underwater subjects. By working with various variations in cavity design, it is possible to achieve optimal noise reduction during propeller operation. A whole range of new opportunities are opening up that were previously unavailable. With the development of technology, which I see in the future for three to five years, there will be a transition from single-component additive machines to multi-component ones. - When will you have your first additive printer? - I hope that next year we will already have a device that will allow us to grow products. Let’s not immediately aim at any global things, although we can easily grow products up to two meters. First, the technology and materials (powders) will need to be tested and certified. - What budget do you have for this area? - I can say this: this year we tested the possibility of using this technology. It works great and allows you to grow not only bodies of rotation, but also complex geometric surfaces. I think that starting from next year We will be spending several tens of millions a year to refine this technology: researching materials of interest to us, developing cultivation regimes, and so on. - How long will it take you to reach industrial production, having passed tests, experiments with powders, and so on? - I think about a year and a half. - Will we keep up with our foreign partners? - No, according to my information, we are even slightly ahead of our Western colleagues. Both for us and for them, the stability of the technology and the constancy of the resulting properties are important. All this directly affects the safety of the operation of ships and vessels, and safety is paramount not only here, but also in the West. Now all engineering markets, be it aviation, shipbuilding, and so on, are global. We have to compete with Western companies, and the requirements everywhere are quite strict. By introducing additive direct growing technologies, we are meeting a number of key challenges facing the industry: reducing costs and reducing construction time for ships and vessels. MOSCOW, USC press center Photo: www.aoosk.ru - USC Vice President for Technical Development of the Corporation Dmitry Kolodyazhny

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