Uralsky LLC diesel engine plant» is a major domestic manufacturer of high-power diesel power units for locomotives, ships, and small power plants. Located in Yekaterinburg. Part of the Sinara group of companies.
Historical reference
The foundation of the Ural (UDMZ) is associated with the Great Patriotic War. In 1941, they were evacuated to Yekaterinburg Kharkov plant No. 75 and the engine section of the Kirov (Leningrad) plant. On their basis, the production of B2-34 tank power units was founded.
After the war, UDMZ specialized in the production of powerful unique engines of the DM-21 series. They were used on BelAZ trucks, specialized equipment (in particular, in ChTZ T-800 tractors with a traction force of 75 tons), in power plants. In the 90s, the production of diesel engines for ships was mastered.
The entry of the Ural Diesel Engine Plant into the structure of the Sinara group of companies (2008) contributed to the modernization of production facilities, the opening of new workshops, and attraction of investments. Since 2012, UDMZ has been producing new series power units DM-185, corresponding to the best world standards.
Designing new motors
The development of diesel engines of the DM-185 family was started by the Ural Diesel Engine Plant in 2012. As part of the targeted federal program, the enterprise signed a contract with the Ministry of Industry and Trade for the manufacture of basic samples of high-speed diesel engines of a new generation.
In a short time, a production site was organized for the production of components and components, as well as the assembly of power units. In addition to specialists from the Ural Diesel Engine Plant, the Central Research Institute of Diesel Engines, Moscow State Technical University, UFU, and the German engineering company FEV took part in the development. In total, more than a hundred designers, 30 engineers are involved in the project, investments exceeded 2 billion rubles. Such a fruitful cooperation made it possible to embody advanced engineering solutions in the design.
Specifications
On this moment The DM-185 family includes 9 engine models with a wide range of power characteristics (from 1000 to 4000 kW) and 7 diesel generators. The number of cylinders varies from 6 to 20, depending on the modification and application. Further maximum power some models are planned to be increased to 6000 kW.
Products
The first high-speed 12-cylinder diesel engine 12DM-185T was assembled in October 2014. A month later, he was subjected to extensive tests, which showed compliance with the required characteristics.
Next, a 16-cylinder modification 16DM-185T2 with a two-stage turbocharger with a power of 3740 kW was assembled at the Ural Diesel Engine Plant. The power unit is intended for use in diesel locomotive building. In July 2015, the engine, which is so necessary for Russian mechanical engineering, was presented to Prime Minister Dmitry Medvedev at the Innoprom forum.
In parallel, work was underway on the 12DM-185A motor for giant dump trucks BelAZ. This project has broad prospects within the framework of interstate cooperation between countries Customs Union. It is designed to reduce dependence on foreign mining equipment and imported components.
Industrial complex
A large-scale modernization program is being carried out at the Ural Diesel Engine Plant. The old production buildings have been renovated inside and out. Partially replaced equipment, updated testing station. 100 highly qualified jobs have been created.
The pride of the plant is a modern site for assembly, running-in of DM-185 engines and diesel generators, and temporary storage of products. Here, high-precision measuring complexes are mounted to control the parameters of engine components.
Besides:
- All engineering systems have been upgraded.
- Optimized production logistics.
- The production capacity has been doubled - up to 300 units.
- Warehouse equipment updated.
- Washing and painting chambers were built.
- Modernized old and installed new overhead cranes, equipped with a radio control system.
At the pilot assembly site, universal stands for the manufacture of power units were installed. Multi-ton products are easily moved around the workshop using transport systems on air cushions managed by one worker.
test station
The quality of the assembled motors is checked on unique automated stands. During the reconstruction of the testing station, modern equipment. This:
- An engineering block located next to the production and testing areas.
- Research stand for 1-cylinder engines up to 408 kW.
- Stands of functional and resource tests for engines and generators with a power of 3000-4000 kW.
Ural Diesel Engine Plant: reviews
Factory workers note a decent level of earnings (especially for highly qualified employees), working conditions at the renovated sites are comparable to those at European enterprises. The introduction of mechanization and the installation of new equipment facilitated the work of workers.
Today, UDMZ is an example of a modern enterprise, where attention is paid equally to labor productivity, product quality, working conditions, production culture and safety. Not surprisingly, the plant is a desirable place of work for both blue-collar workers and engineering staff.
Definition.
diesel engine – piston ICE running on diesel fuel. The fuel is ignited by the strong compression of the air in the cylinder.
Story.
In 1890, Rudolf Diesel suggested that if you increase the pressure in the cylinders, then the efficiency of the engine will increase markedly (the theory of "economical thermal engine"). He managed to realize his plans after receiving a patent for his invention on February 23, 1893. The first working model of the engine was assembled only at the beginning of 1897, and on January 28 it successfully passed all tests and tests.
The patent that Rudolf Diesel received on February 23, 1893 for his invention.
Rudolf Diesel intended to use coal dust as fuel, but experiments showed that it was completely unsuitable for this role due to its high abrasive properties. The ash from the combustion of dust wears out the engine and puts it out of working order. In addition, it was not feasible to supply dust to the engine cylinders. However, despite these failures, it became possible to use heavy fractions of oil as a fuel. Although Rudolf Diesel was the first to patent the use of air compression as an ignition system, however, there were people before him who expressed similar ideas. So was Ackroyd Steward, but for unknown reasons he could not get a patent.
Ackroyd Steward's idea was to use compressed air for ignition, injected into the tank, fuel. To start the engine, it was necessary to heat the container with a lamp, but after starting, the engine was maintained without further heat supply. The main omission of Stewart's theory is that he did not even take into account the benefits of working from a high compression ratio. He set himself the task of eliminating spark plugs from the engine. That is why at the present time it is well known to all " diesel engines", "diesel fuel", "Diesel engine" and just "diesel", but almost no one knows about Ackroyd Steward.
First diesel engines were large and heavy, so for almost 30 years they were used exclusively in stationary mechanisms and power plants of ships. The road to the automotive industry was also closed to them due to the fact that the fuel injection systems of that time were not adapted to work on high-speed engines.
The photo shows one of the first diesel engines. It was a bulky stationary structure with one cylinder.
In the 20s of the twentieth century, the German engineer Robert Bosch improved the built-in fuel pump high pressure, which is widely used today. Usage hydraulic system as a supercharger and fuel injector made it possible to get rid of a separate air compressor and increase engine torque. But even after that, cheap and light engines with electric ignition were in the lead among cars, while diesel engines installed only on public transport and trucks.
"Diesel" to the masses!
Turning point in history diesel engines were the events of the 70s. After a sharp rise in the price of gasoline, global producers small cars interested in using diesel engines.
About the expediency of using diesel engines ecologists spoke up. Diesel engine exhaust is not as toxic and does not pollute the atmosphere.
Railway transport and sea vessels.
In addition to cars and trucks, locomotives are also equipped with a diesel engine. "Diesel trains" are indispensable on non-electrified sections of railways due to their autonomy. Two-stroke diesel engines up to 100.000 hp used on large ships.
The principle of operation of a diesel engine.
Four stroke cycle.
During the first stroke of the engine, air is drawn in through the open inlet valve cylinder. The piston goes down.
On the second stroke, the air heats up with strong (about 17 times) compression in the cylinder. The piston rises.
During the third stroke, the piston descends, fuel is injected into the combustion chamber through the injector nozzle. Fuel is evenly mixed with air and forms a self-igniting mixture. The energy generated during the combustion of fuel sets the piston in motion.
The fourth measure is the final one. The piston rises and traffic fumes out through the exhaust valve.
Diesel engines differ in the design of the combustion chamber:
Undivided combustion chamber: the combustion chamber is located in the piston, and fuel injection occurs in the space above the piston. The main advantage of the design is reduced fuel consumption, but you have to endure rumble and noise. At the present time, designers are paying much attention to solving this problem.
Split combustion chamber: fuel enters a separate chamber (called a vortex chamber). Mostly in the design of diesel engines there is a connection between the vortex chamber and the cylinder using a special channel. The air, getting into this chamber, twists, which contributes to more intensive mixing of fuel with oxygen. Previously, such a system was popular in the automotive industry, but due to its inefficiency, it is gradually being replaced by a design with an undivided combustion chamber.
Duplex cycle.
In addition to the 4-stroke cycle, there is also a two-stroke cycle.
At the beginning of the first stroke, the cylinder filled with air is located at the bottom (dead) point. When the piston moves up, the air is compressed. When the piston approaches top dead point, fuel is injected that ignites spontaneously. Due to the expansion of the combustion products of the fuel, the piston does work and goes down. at the bottom dead center the cylinder is purged from combustion products and clean air enters it. This completes the cycle.
The ventilation process is carried out due to special purge windows, which, depending on the position of the piston, either close or open. This type purge is called slotted. An alternative to it is valve-slotted purge. The valves in it serve only for the removal of exhaust gases, and the windows for the intake of clean air.
Since in a two-stroke cycle the frequency of the stroke is more often twice, it can be suggested that the power will be twice as much. However, this is not observed in practice. The maximum increase in power in relation to the four-stroke is 1.6-1.7 times.
ABOUT correct operation diesel engine, as well as its repair is possible.
Original taken from andrey_ka23 THERE ARE NO PROTOTYPES, THE ENGINE IS BRAND NEW
The long-awaited development of the latest Russian Pulsar engine, which is being led by the flagship of the domestic diesel industry, the Zvezda plant, is entering the homestretch. His sample was demonstrated this fall to the Minister of Industry and Trade Denis Manturov. About what the new engine is, and at the same time about the state of affairs in the Russian diesel market, the prospects for LNG fuel and the planned launch of the Korabel.ru Gearbox Center, I talked with the Chairman of the Board of Directors of PJSC Zvezda, CEO Research and Production Concern Zvezda by Pavel Plavnik.
- The farther, the more often the word "Pulsar" sounds in the media related to the shipbuilding industry. What is the innovation of this engine and what are its prospects? Can you tell at least briefly?
- If very briefly, one of his innovations is universal applicability. Initially, when creating an engine, the task was to use it effectively in various industries - in shipbuilding, on railway transport and so on. The modular design principle allows, if necessary, to ensure the proper level of technical, economic and environmental requirements with a serious future ahead. When designing the main structural elements we also foresaw the possibility of creating gas modifications.
The advantage of this project, from my point of view, is that during its implementation there was a minimum of politics, a maximum of economics. At the same time, the engine was created using the most efficient solutions from an economic point of view today. It is designed for general use. The configuration uses advanced materials and technologies that allow you to get the best option "price-quality".
— And what lies at its basis, what prototypes?
— There are no prototypes, the engine is absolutely new. What is implemented in it today is implemented on the basis of the deepest analysis of the development of engine designs in the world. When creating the engine, we used more than 130 different computational modeling technologies - modeling of thermodynamic processes, power calculations, analysis of the operation of individual units. The applied technology of three-dimensional modeling made it possible to ensure the accuracy of the coincidence of the actual indicators with the calculated ones up to 2%, which is a very good indicator.
- What consumer is the engine designed for? Are there already interested customers?
— The engine has a wide applicability. There are surveys conducted by the Ministry of Industry and Trade, there are independent studies of Moscow companies that confirm the need for these engines only for Russian market in the amount of 1200 units per year. They can be used for small power generation, for railway and ship transport, for quarry equipment.
- In the shipbuilding industry - is it the navy or civilian equipment?
- It's both.
2.Pulsar engine
- Do you already have specific customers?
- There are customers. The use of this engine is considered for the PV300VD project, it is suitable in terms of parameters. Minister of Industry and Trade Denis Manturov visited our plant in October and, having looked at a sample of this engine and the possibility of its use, he made it clear that he would not tolerate it if a non-domestic engine was supplied on a ship that is being built with state money.
The general director of Almaz Central Design Bureau Alexander Shlyakhtenko, the general director of the Sredne-Nevsky Plant Vladimir Seredokho regularly say: give us engines, we are ready to put them into projects of high-speed boats. The Navy has a big need for diesel generators. If you know, the fleet is now having some problems with the operation of diesel generators. And our engine can just remove any problems with the reliability of the auxiliary work for a long time to come. power plants.
- You said about the need for 1200 engines only for the Russian market ... So, there are plans to enter the foreign market?
- The engine was originally created as a universal one, and in terms of environmental parameters it meets the requirements that will only be introduced in 2021. This is achieved not due to any additional methods of exhaust gas purification, but due to design features the engine itself - for example, exhaust gas recirculation systems.
Therefore, it will be possible to use Pulsar both on the Cote d'Azur and in North America. The Baltic Sea is now being closed to ships powered by polluting engines, and there is a fierce struggle over the timing of the introduction of new rules. Our engine can just solve this problem for the Baltic.
In general, it should be noted the huge potential of these engines - specialists from the best design bureaus participated in their creation. For successful development foreign markets the key task is to have a partner with which it would be possible to ensure the sale and, most importantly, the service of these engines in other countries. Therefore, in the formation of the terms of reference and the discussion of the turning points technical issues When creating this engine, representatives of Western companies actively participated - our potential partners in terms of further implementation in the Western market. They participated precisely in order to have absolute confidence in the quality of this engine and the opportunity to put it later in their sales line.
- And what about your Western competitors, are they not dangerous?
- Competition stimulates.
- Due to what are you going to find a niche?
— Due to the fact that this product is the newest on the market. Literally in June, it was presented at the Congress of the International Engine Committee internal combustion(CIMAC), held every three years. For the first time in several decades, products from our country were demonstrated there! It is due to the fact that we did not focus on 100% localization, on subsistence farming, but used the best world solutions both in technology and in components, this engine is absolutely competitive in terms of novelty, technical and economic parameters, and ecology.
3. Engine "Pulsar" on CIMAC.
The most a big problem in competition with Western partners - the volume of production. This parameter is key because the cost is inversely proportional to the volume of production. Thanks to a wide sales network, a well-established name and brand, Western companies have the opportunity to plan, develop and implement large-scale projects. This, in turn, enables continuous investment in the development of their products and the creation of new designs.
In terms of technical and economic parameters, our engine is able to occupy its niche in the world market. Then the question arises of the organizational support of this work.
— On what equipment are your engines made? When was it updated?
— Our traditional engines more than 80% are made at Zvezda. The level of localization of the new engine in the territory Russian Federation will be around 40%. At the same time, on the "Star", respectively, even less. What does this mean? This means that the world has really changed. And if earlier the Germans or Americans, like Zvezda at one time, produced everything from a bolt to fuel equipment at their own enterprise, today no one works like that. Due to specialization and cooperation at the parent company, only the final fixed amount of machining is performed, assembly, testing, full engineering, pre-sale preparation and sale.
Under these conditions, we plan to use exclusively new equipment at our own plant to organize the production of Pulsars. But this new equipment will be sharpened for a limited range of technological conversions.
— Are you afraid of problems with sanctions at such a low level of localization? Considering that the engine is also planned for the Navy?
- Firstly, the engine has 95% civilian applicability. Secondly, there is a localization program presented to the Ministry of Industry and Trade, according to which we are able to bring the level of localization to 100% in a limited period of time. The key issue here is price. According to our calculations, localization of up to 60% is economically feasible, since many details can and should be made in the Russian Federation. You just need to master this production, these technologies. A greater level of localization causes either a decrease in quality, or an increase in price, or both. But if it is necessary, then there will be one hundred percent localization.
- What share will the production of these engines take in the total production of Zvezda?
- We plan to separate this species into a separate business unit. An enterprise called Zvezda-Pulsar was created especially for this. It is planned that the turnover of this company in terms of the production part, without service, without spare parts, should be about 15 billion rubles a year.
- And the turnover of the "Star" for comparison?
- Somewhat less.
4. Engine "Pulsar"
— Are there any ideas for cooperation with other engine manufacturers or buying licenses?
- Today, the task of consolidating the forces of diesel builders has been set, and such work is underway. Actively working on government programs Kolomna Plant, Ural Diesel Engine Plant. We are in constant contact with them.
Demand for diesel engines high power the nuclear power industry and the shipbuilding industry also have them. USC President Alexei Lvovich Rakhmanov constantly talks about the need for 8 MW engines. Colombos are working in this direction. So, if the task is set to attract and localize Western technologies here, then yes - it is possible that our enterprise will be involved in such work. For this, there is the entire prepared engineering infrastructure, there are specialists, personnel who would be able to master this technology and use the license. But this is a question of the distant future.
- Is there an urgent need now?
- Massively not. On October 4, when Denis Manturov was at the enterprise and held a meeting on the development of diesel engineering in Russia, he expressed one very clear idea. If we need a lot of engines, we will localize them and organize production at our place. If we do not need a lot of engines, then we will carry out their partial localization and partially participate in the engineering of these products. If you need few engines, and we don't have them, we will just buy. The approach is understandable, economically absolutely logical, balanced. For the sake of the ambitions of several people and the need for several diesel engines, solving the issue of organizing production is an unthinkable luxury in our conditions.
- How is the issue of environmental friendliness solved in the rest of your products? Are there any plans to tighten the toxicity requirements?
“The star-shaped engines that we produce today do not have critical environmental requirements. The customer does not have such requirements - it's good or bad, I don't know. Have you watched our Admiral Kuznetsov cross the English Channel? Yes, it smokes, but where necessary, he came and what tasks need to be solved, he decides. The same applies to our other customers. There are requirements for technology in accordance with its purpose and task, and the degree of toxicity in this case secondary.
The main problem for traditional serial production is not so much environmental issues as issues related to ensuring the durability and reliability of these machines. This is the basic task that our specialists are working on today. As part of this, in particular, we are planning, together with the Ministry of Industry and Trade, to begin work this year to increase the resource of “star-shaped” engines. And next year this work should be completed. The results due to the existing backlog will be very good.
5. Metalworking.
— Do you plan to enter the niche of LNG engines?
— The new engine just has everything you need to use this fuel. And besides, we calculated the options associated with the use of LNG fuel not only for shipbuilding, but also for mining equipment. There is a high concentration of machines, so the use of LNG, taking into account the environmental features of the development big quarries is a very relevant question. We calculated that the use of LNG-powered BELAZ trucks at Russian open pits could save about 18 billion rubles annually.
This is an interesting challenge. It is clear how to solve it, it is clear how long it will take to solve it. But the nature of funding is not yet clear. The cost of this work is estimated at several million euros. The term for mastering this product is two to three years. Unfortunately, it is not possible to organize the attraction of financial resources for such projects in our country.
I have a somewhat philosophical question for you. There is a fairly strong opinion that Russian engine building strongly inferior to the Western and, in principle, not competitive. Do you think this is true or is it no longer the case today?
Let's look objectively. In terms of the number of engines produced per German, or the number of R&D in rubles per Austrian, we are certainly lagging behind, and we cannot turn a blind eye to this. If you look at the geography of the service of all diesel companies, just the geography of the representative offices of these companies, then, probably, a lot will also become clear. In such conditions, it is not worth saying that we are the greatest. An objective assessment is always useful.
But it is more important what conclusions are drawn. And it's great that the head of state, Vladimir Vladimirovich Putin, confidently declares: there are things that are critically important for the economic and technological security and independence of the state. Therefore, whether we like it or not, we must have our own school, our own development and production of diesel engines, taking into account their importance in all industries.
The task is really difficult. Even in order to remain at least at the level of developed countries or at the level of the market volume that we have today, it is necessary to work very seriously. And this work requires not only the coordinated position of all public services but also full professional dedication on the part of scientists, technologists, engineers, managers, and so on. If this does not happen, then we will certainly continue to lose our positions, which, of course, we would not like.
6. Processing of gearbox housings.
But is there any progress?
“There is progress, of course. If you look at the history of the last twenty years, 2011 was a serious step, when a federal target program for the development of engine building appeared, within the framework of which, by and large, a generation of new engineers appeared in Russia capable of solving these problems. This is perhaps the most important thing. It is not difficult to learn how to sharpen nuts, bolts, even master the technology for the production of pistons, bring it from India or Poland. But engineering and knowledge, skills, understanding, understanding of the work of individual processes and the engine as a whole is, of course, a special value, a special merit.
Let's take our engine as an example - it was created as a result of the work of our group of specialists, integrated into a Western company, which today allows them to resolve issues on the further development of the design of this engine. We do not have the production of all components in a single country, but we can rely on best achievements all over the world. The ability to work in an open information space, the ability to adapt the world's best solutions for the development of your product - this is the very value of engineering, which was created by the implementation of the federal target program.
This is a step forward. I would like these steps to be regular, consistent and successful. I hope that the meeting held at the enterprise by Minister Denis Manturov will contribute to this. Anyway, the decision on what will be formed Management Company for the production of marine piston diesel engines for the Russian Federation has already been announced.
- At the same meeting, as far as I remember, it was said about the opening of your Gearbox Center. What it is?
- In fact, the Gearbox Building Center was established back in 2003, when the decision of the Ministry of Industry and Trade and the Navy was signed to appoint JSC Zvezda as the base enterprise for the production of marine gearboxes. Since that time, we have already mastered the production of several types of gearboxes. Gearboxes for corvettes, in particular, we produce practically in series today. This is a unique product that is part of the diesel-diesel unit of the Kolomna Plant, a unit for which colleagues received a state award for good reason.
Further, we were given the task of creating and mastering the production of gearboxes of an already higher transmitted power for another class of ships and vessels. In solving it, we took the path of modernizing one of the buildings of our enterprise. Legally, this was formalized by separating production into a separate enterprise with the involvement of public funds. Within the framework of this separate enterprise, a fairly wide range of equipment was formed, including, for example, a specialized crane facility, thanks to which we are now able to create gearboxes weighing up to 50 tons.
7. Reducer.
From the point of view of testing gearboxes, the center being created has no analogues. As an example: with our test partners different types gearboxes, six different stands are used. And we will have one universal and most modern stand, which will allow us to carry out various kinds of tests on it due to easy transformation and unique load equipment.
The new equipment of the Gearbox Center significantly expands our capabilities. If we draw an analogy, we have created something like an exoskeleton that will allow our technologists, designers, and production workers to achieve higher goals.
The building will be put into operation this year. Construction works almost completed. Now the equipment is being installed, these are machines for processing large bodies, for long shafts, for cutting the teeth of large wheels, grinding them, and so on. Accordingly, we will make other components in other complexes. In general, after the launch of the new workshop, we will be able to independently produce gearboxes with a capacity of up to 40 MW.
Interviewed by Renart Faskhutdinov
In Russia, as in any industrialized country in the world, engine building plays the role of one of the key factors in the driving force of the automotive industry. World experience in motor building shows that technical level gasoline and diesel engines, their diversity in terms of dimensions, effective indicators, as well as the quality and cost reduction of products significantly depend on the development of the production of components.
The most modern domestic engines
Today, diesel builders produce engines with two types of power systems: pump injectors and common rail. The latter, as more promising, received most widespread. Effective means increasing the power and flexibility of the diesel engine has become a turbocharger with intercooling of the charge air.The transition to Euro 4 and above requires the use of an exhaust gas recirculation system in combination with a particulate filter, as well as a selective NOx neutralization (SCR) system, which, when switching to Euro 5, will require the organization of a network of filling stations with an offer of a reagent such as AdBlue . Domestic transport diesel in the coming years will have: a specific power of 35–40 kW/l; optimized design of the head and cylinder block made of cast iron; two-stage turbocharging with or without air aftercooling, flexible fuel injection system with injection pressure up to 250 MPa, preferably Common Rail, standardized injectors; timing shaft drive on the flywheel side; built-in motor brake; optimized air flow control and exhaust gas recirculation; particle filter as standard; SCR system. Camshafts (one or two) in the cylinder head and an “open” filter will find application.
The requirements of Euro-4 and higher environmental standards for gasoline engines are met through the use of electronic injection systems, more advanced ignition systems and the use of catalytic converters two-block design, the use of collectors. Gas engines now make up a relatively small share compared to gasoline and diesel engines. LPG vehicles can become widespread after the organization of a wide network of filling stations. The major problem is the backlog Russian enterprises on a wide range of technologies for obtaining complex workpieces for motor production, such as casting from high-strength cast irons and cast irons with vermicular graphite, steel and bimetallic castings, as well as surface treatment of parts by chemical-thermal, laser, and plasma methods. It is no coincidence that the development of domestic engine building is increasingly dependent on Western suppliers.
Modern UMP engines
The Ulyanovsk Motor Plant (UMZ), which is part of the GAZ Group, launched the production of Euro-4 gasoline engines. The creation of Euro-5 power plants is underway with the prospect of fulfilling Euro-6 standards. Among the differences of the 4-cylinder 125-horsepower engine UMZ-42164 (2.89 l) include: electronic pedal Delphi Gas, fuel injectors new generation of the same Delphi, camshaft with optimized phases, vacuum regulator crankcase gases with an oil separator, an integrated microprocessor control system for fuel supply and ignition. In 2014, UMP began to produce EvoTech 2.7 engines with a working volume of 2.7 liters and a power of 107 hp. With. This is a joint development of the GAZ Group and the South Korean engineering company Tenergy. Distinctive features motor: new design of the piston group, combustion chamber and cylinder block; improved gas distribution mechanism; modified cooling, power, ignition and lubrication systems. The result is increased torque over a wide rev range, reliable performance in severe temperature conditions and reduced fuel consumption by 10%. The engine complies with Euro-4 and Euro-5 standards, its resource is 400 thousand km. Ulyanovsk engine builders were the first in Russia to master mass production gas-petrol modifications of engines. These are 100-horsepower units of the UMZ-421647 HBO series (Euro-4) with microprocessor system fuel injection and ignition control. Further development of the product line UMP engines associated with increased environmental friendliness and economy. At the same time, special emphasis will be placed on the development of dual-fuel gas-gasoline modifications.
OAO Avtodizel, also part of the GAZ Group, produces families of medium-sized in-line 4- and 6-cylinder YaMZ engines-534 (4.43 l) and YaMZ-536 (6.65 l). The units were created to comply with Euro-4 standards, and later Euro-5 and higher. Their parameters are at the level of the best foreign analogues, and the power range is from 120 to 320 hp. With. The design of the engines uses the Bosch Electronic Common Rail System 2, which provides an injection pressure of 180 MPa with a potential of up to 200 MPa to comply with the Euro-5 standard. The exhaust gas recirculation (EGR) system is installed directly on the engine, and the control mechanism for this device is integrated into the engine management system. The turbocharger is equipped with a gas bypass valve on the turbine, an air-to-air intercooler and an integrated oil cooler. The YaMZ-534 engine is an L-shaped four-cylinder diesel engine of the YaMZ-530 family, manufactured by the Yaroslavl Motor Plant. The new family of YaMZ-530 multi-purpose diesel engines is produced in four-cylinder and six-cylinder versions. The YaMZ-534 series was developed at Avtodiesel "from scratch", with the participation of the well-known engineering company AVL List. YaMZ-534 refers to the average in-line diesels, first serial motor of this kind in Russia. I must say that the lineup already had a four-cylinder YaMZ-204 diesel engine (out of production more than 20 years ago), but unlike the YaMZ-534 engine, it belonged to heavy diesel engines and did not have a turbocharger. The base model is the YaMZ-5340 engine, it is an in-line four-stroke turbocharged diesel engine. Later modifications of the YaMZ-5340 engine, the YaMZ-5341, YaMZ-5342 and YaMZ-5344 power units, are structurally similar to the base model. These engines cover the power range from 136 to 190 hp, they differ only in the adjustment of the fuel equipment by changing the settings electronic block control (ECU). YaMZ-534 CNG is promising engine Yaroslavl Motor Plant, designed to run on gas. The YaMZ-534 CNG gas engine was created with the participation of the Canadian company Westport, a recognized world leader in the development gas systems for transport. YaMZ-534 engines, their modifications and equipment are intended for installation on MAZ, Ural, GAZ and GAZon NEXT vehicles on gas fuel, as well as PAZ buses. The resource of motors reaches 800-900 thousand kilometers.
At the same time, the localization of production of the mentioned motors still does not exceed 25%. Important details and the systems come from abroad. Avtodiesel, in collaboration with Westport, has developed and is producing a line of gas engines operating on compressed methane. These models (Euro-4) have the technical and consumer advantages of the basic YaMZ-530 family.
YaMZ-536 engine
The base engine of the YaMZ-536 series, the YaMZ-530 family. It is part of a family of six-cylinder L-shaped diesel engines manufactured by the Yaroslavl Motor Plant. Diesel in-line, four-stroke compression ignition, direct injection, liquid cooled, with pressurization and charge air cooling in an air-to-air heat exchanger. YaMZ-536 diesel engines are produced without a gearbox and clutch. There are three additional modifications: YaMZ-536-01 - equipment for the installation of an air conditioning compressor; YaMZ-536-02 - equipment with the ability to connect a retarder; YaMZ-536-03 - equipment for the installation of an air conditioning compressor with the ability to connect a retarder. The YaMZ-536 engine is used as a power unit for MAZ equipment: trucks, dump trucks, automobile chassis, tractors with wheel arrangement 4x2, 4x4, 6x2, 6x4, 6x6, 8x4 gross weight up to 36 tons, as well as road trains based on them weighing up to 44 tons.
Avtodizel produces YaMZ-6511 and YaMZ-651 in-line 6-cylinder turbodiesels (11.12 liters) with a capacity of 362 and 412 hp. With. respectively. To achieve Euro-4 parameters, a Common Rail system of the CRS 2 type was used with electronic control fuel supply EDC7 UC31, providing a fuel injection pressure of 160 MPa, the EGR system and PM-CAT (silencer-neutralizer), the cooling and boost systems have been improved.
In the arsenal of the enterprise there are V-shaped 6-cylinder diesel engines YaMZ-6565 (11.15 l) and 8-cylinder YaMZ-6585 (14.86 l). To comply with Euro-4 standards applied fuel equipment Common Rail based on YAZDA high pressure fuel pump and SCR system. The power of the "sixes" is 230-300 liters. s., and the "eights" - 330-450 liters. With. In terms of further development model range YaMZ engines, the company plans in the coming years to master the production of engines with a capacity of 130 to 1000 hp. with., working on all types of fuel.
Modern motors ZMZ
notable place in production program Zavolzhsky Motor Plant is occupied by engines that meet the Euro-4 standard. On petrol 4-cylinder models ZMZ-40905.10 and ZMZ-40911.10 (2.7 l) with a capacity of 143 and 125 hp, respectively. With. applied fuel injection into the intake channels of the cylinder head, sensor absolute pressure, a fuel rail with dual-flow spray nozzles, a ventilation system with crankcase gases supply to the receiver and a timing chain drive.
4-cylinder diesel engine ZMZ-51432.10 (2.235 liters) with a return of 114 liters. With. equipped with direct injection, turbocharging, intercooler, Bosch Common Rail system with a maximum injection pressure of 145 MPa, cooled by the EGR system.
Gasoline V-shaped 8-cylinder ZMZ-52342.10 (4.67 l) with a capacity of 124 liters. With. equipped with a system for correcting the composition of the fuel mixture. This year, preparations for the production of engines have begun at the plant. environmental standard Euro 5. We are talking about gasoline 4-cylinder ZMZ-40906.10 for UAZ vehicles, dual-fuel (gas-gasoline) 8-cylinder ZMZ-5245.10 for PAZ buses and gas 4-cylinder ZMZ-409061.10 for a BAU-RUS truck. Moreover, the dual-fuel engine will run on gasoline, compressed or liquefied gas. It is planned to start serial production of these motors in January 2016.
TMZ engines
Tutaevsky Motor Plant (TMZ) is focused on the production of V-shaped 8-cylinder diesel engines with a working volume of 17.24 liters. The technical features of the most modern 500-horsepower TMZ-864.10 (Euro-4) engine are the use of an individual 4-valve cylinder head, pistons with cavity oil cooling, inserts under the top piston ring from refractory cast iron. The engine is equipped with a Common Rail system, variable turbocharging with an intercooler, an EGR system, an integrated oil-water cooler and a closed crankcase ventilation system.
In the near future, the task of creating new engines of the Euro-4 ecological class with a capacity of up to 700 hp will be solved. With. The plant is ready to create Euro-5 engines, but this will require the purchase of foreign components, because. fuel injection systems developing a pressure of 160 MPa, and electronic systems control of the operation of the engine in Russia are practically not produced.
KAMAZ engines
At the Kama Automobile Plant, they mastered the production of a line of V-shaped 8-cylinder Euro-4 diesel engines with a capacity of 280 to 440 hp. With.
When developing these engines (dimensions 120x120 and 120x130 mm), the choice fell on the Bosch Common Rail CRS system with the EDC7 UC31 control unit. One-piece flywheel housing, supercharged by one turbocharger, cylinder-piston group Federal Mogul firms and other features made it possible to create engines with the possibility of further modernization.
These models have increased injection pressure ( existing systems- 160 MPa, promising - up to 250 MPa), regulation of injection pressure depending on the operating conditions of the car, accurate dosing with the possibility of individual electronic adjustment, reducing the noise level of the motor. Resource - at least 1 million km of car run. The families of gas engines (Euro-4) KAMAZ-820.60 and KAMAZ 820.70 with a working volume of 11.76 liters include models with a capacity of 240 to 300 liters. With. The motors are equipped with turbocharging, ONV, electronic control and an exhaust gas treatment system.
To comply with Euro-5 standards, KAMAZ focused on the creation of diesel engines new design. fruit joint work with a number of engineering firms, engines with power from 280 to 550 hp began to appear. With. They have found application: common rail system with injection pressure of 220 MPa; a single cast-iron head for each half-block instead of aluminum, the lower supports of the main bearings of the crankshaft, combined into one block; main and connecting rod journals crankshaft enlarged diameter. At the same time, KAMAZ pays great attention to cooperation with Liebherr-International AG, which will help Russian company create the next generation of diesel and gas engines. To this end, KAMAZ will create a modern production facility in Naberezhnye Chelny, and Liebherr's task is to consult on the design, installation and commissioning of process equipment.
New in-line 6-cylinder engines with a working volume of 12 liters and power from 450 to 700 hp. With. will be equipped with Common Rail injection systems and Liebherr control units. Diesel engines will not only comply with Euro-5 environmental standards, but also have the potential to meet the requirements of the Euro-6 standard. For promising KAMAZ engines, the service interval will be increased to 150,000 km. Serial production of engines is scheduled for the end of 2016.
