naval
consumption to be reduced by at least 10 g/kWh. Finally, an emissions-optimised mode is selectable for surface operation, IMO-Tier II compliance being met without undermining fuel economy. The Series 4000 charging unit has only one interface to the ship’s automation outfit as the generator and exhaust system can be monitored and controlled from the local operating panel. All relevant information on the power generating system will be available to the operator in one location, with only one person needed on duty for local operation.
Operation of the charging unit can be independent from the submarine’s automation system when it is unavailable. Continuous charging of an uninterruptible power supply directly via the generator (including a power-safe function during standby) facilitates operation of the genset under ‘black ship’ conditions. Integration of the generator benefits the starting process. The engine can now be quietly started via the generator, the process including normal turning and draining to protect the engine from damage due to hydraulic shock. An air start motor acting on the flywheel is incorporated for emergencies (this starting process also including turning and draining to enhance safety). As with all submarine engines, high shock and acoustic requirements dictate special mounting of the genset, the Series 4000 charging unit’s foot incorporating an integrated shock limiter. A compact and easily installed design results in very low effects on the structure-borne
Low noise operation is fostered by rubber mountings that minimise structural vibrations and a shock absorber integrated in the engine base of the 12V Series 4000 charging unit
noise signature of the engine from the foot’s dynamic behaviour.
In addition, the engine foot secures a high mechanical impedance at the connecting point to the rubber mounts, whose optimised acoustic performance can be fully exploited. One of the most significant improvements
cited by MTU for the Series 4000-based charging unit concerns maintenance and life-cycle costs. The complete overhaul interval for the engine can be extended to more than 20 years for a modern submarine with long transit periods and
a demanding Li-Ion battery-based load profile. (The Series 396 SE engine, in contrast, requires its first complete overhaul after 12 years when operated according to the less demanding lead acid battery-based load profile). Considerably lower maintenance hours and costs are further fostered by easier servicing processes for the more modern engine. Availability of the new 12V 4000-driven submarine genset is planned for first-quarter 2016, although MTU says that project-specific schedule alignments are possible. MP
Simulator for training LHD vessel engineers
A customised engineroom simulator from Kongsberg Maritime has been selected by BAE and the Australian Defence Force for training engineers serving on the Royal Australian Navy’s Canberra-class landing helicopter dock (LHD) vessels. The LHD engineering system trainer (LEST), due for delivery in February 2013, will offer both full mission and desktop simulation systems, with integrated e-learning facilities. Operational control of all marine engineering systems and equipment installed on the LHD vessel will be simulated to enable personnel to handle remote, local, manual and emergency/ casualty modes. A prime aim is to impart understanding in operating the combined diesel and gas turbine-electric (CODAGE) podded propulsion configuration.
The full mission element will include control
room operator stations with software mimics and panels, electrical switchboard mimic and panels, local control engineroom mimics, and bridge control and steering panels. Kongsberg Maritime’s new BigView touch screen software mimic will be integrated to provide the customer with the latest simulation technology.
114 I Marine Propulsion I February/March 2012
Kongsberg Maritime’s new BigView touch screen technology will benefit the Royal Australian Navy’s LHD vessel engineering simulator
www.mpropulsion.com
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