Which was led by Professor N.R. Briling, designed a four-stroke, six-cylinder, 87 hp diesel automobile. under the symbolic name "Koju" (Koba Dzhugashvili). Its manufacture and assembly was carried out in 1933 at the Yaroslavl State Automobile Plant (YAGAZ) No. 3 under the leadership of chief engineer A.S. Litvinov. The engine performed well in tests, but for a number of reasons, and first of all, due to the impossibility of serial production of complex components and parts with high accuracy, Koju could not be put into production at that time.
However, work on improving the engine continued at NATI. By 1938, the most developed model was the NATI-MD-23 diesel engine (NATI-Koju) with a power of 105 ... 110 hp. At the Yaroslavl Automobile Plant, a 7-ton YAG-8 truck was designed for it, which was supposed to be the base for a new family of diesel vehicles. Serial production of the MD-23 was planned to be launched at the Ufa Engine Plant under construction, but this enterprise was transferred to the NKAP and aircraft engines more necessary for defense began to be produced in Ufa.
During the years of development and preparation of engines for production, the diesel bureau included M.S. Ryzhik, V.V. Pushkin, P.I. Novikov, A.D. Komarov, B.I. Nitovshchikov, L.V. Lebedeva, P.P. Semechkov, M.V. Ershov, V.D. Arshinov, N.I. Segal, V.A. Rakhmanov, A.A. Egorov, B.A. Rabotnov, A.N. Sakharov, later they were joined by O.L. Matveev, N.M. Pestrikov, A.K. Tarasova, P.B. Shumsky and others.
Under the guise of "restoring" old diesel engines, it was possible to get almost everything necessary for the production of new ones: in total, from the end of 1944 to 1946, 350 pieces of equipment arrived in Yaroslavl. Unfortunately, not all ordered equipment arrived. In 1946, the so-called "cold war" began between the USSR and the USA, and the American government stopped the supply of machine tools and engines to our country.
Even at the end of the war, several groups of YaAZ specialists went to Germany to select equipment at machine-building enterprises that was supposed to go to the USSR as reparations for the damage caused to our people. Thus, metal-cutting and other equipment for the production of automobiles and engines arrived at the plant.
The arrived machines, with their appropriate equipment, in a number of cases allowed the plant to solve the problem of missing equipment caused by the refusal to supply the latter by America. In particular, only a part of the machines for the manufacture of crankshaft and a rod. The missing machines were understaffed from captured and partially from the universal equipment available at the plant.
The supercharger production site was not provided with special machines at all. This high-precision unit had to be fully mastered on universal machines, equipping them with complex fixtures.
Brought from America N.S. Khanin, the documentation (catalogues, some drawings), as well as the initial developments and calculations of individual units, performed by ZiSovtsy, became the basis from which the engine design began. In a short time, designers, a team of testers, technologists, metallurgists and chemists needed to launch the production of a complex power unit that requires a high production culture, high-quality materials and qualified personnel.
In the process of testing and preparing for production, the design of the GMC "4-71" engine has undergone significant changes. First of all, this was dictated by the purpose of the engine, which was planned to be installed only on cars being mastered at the factory. In particular, they abandoned a number of solutions that allow converting the engine, such as the symmetrical arrangement of the drive front and rear, left and right rotation crankshaft etc.
At the first stage, together with the specialists of the experimental workshop, the central factory laboratory (TsZL) under the direction of V.V. Skotnikova, the technologists carried out a complete calculation of all parts in terms of size and configuration with the transfer from the inch system to the metric system, an analysis was made chemical composition, classes of cleanliness of surface treatment, studies of the main modes of engine operation have begun. Based on the results of the study, recommendations were developed for domestic brands steel, iron and non-ferrous castings.
Casters encountered great difficulties in mastering the production of pistons from perlitic ductile iron. IN automotive industry Until that time, no such cast iron had been produced.
Later, the engine had to be adapted to our harsh climatic conditions, since the GMC electric torch heating system proved to be ineffective even at -5°C. For the first time in domestic practice, a liquid heater was developed and applied at YaAZ, which ensures the start of a diesel engine at low temperatures. This system included an ignition coil with an electromagnetic interrupter and a spark plug that ignited the fuel, which heated the air entering the engine. Similar changes were subsequently made in the design of the 6-cylinder engine.
In 1946, the diesel shop was put into operation. T.N. was appointed its first head. Ivanov. First five diesels YaAZ-204 collected by Yaroslavl January 30, 1947 they also had a number of American units, including pump injectors, but by the end of the year, completely domestic diesel engines were already in mass production. Moreover, all parts, with the exception of pump nozzles, the production of which was transferred to a specialized Leningrad carburetor plant, rubber and gasket materials, were manufactured at YaAZ (for the first time, imported crankshaft liners were installed on the engines, then small quantities were made by the Rybinsk Aircraft Engine Plant). According to the main characteristics (power, efficiency, weight parameters), the Soviet YaAZ-204 engine was not inferior to the American prototype.
The output of diesel engines increased from month to month. If in March they were collected 15, in May - 18, then in June - already 25, in October - 32. By the end of 1947, 206 pieces were collected. Release of the first serial domestic diesel engines, including six-cylinder ones YaAZ-206 with a capacity of 165 hp, the Yaroslavl plant mastered in three years, from 1947 to 1949.
When creating a structure trucks YaAZ-200 And YaAZ-210 with YaAZ-204 and YaAZ-206 engines was taken as the base circuit diagram clutches of the American company "Lipe". These were the first domestic friction dry clutches with a central pressure spring for high power engines.
For the first time in domestic practice, new wear-resistant molded friction linings driven clutch discs. Development and testing were carried out by the plant together with the branch laboratory of the chemical industry. Mass production overlays was organized at the newly created asbestos plant technical products in the city of Yaroslavl. Mass production of YaAZ-200 clutches with a driven disc diameter of 352 mm and YaAZ-210 clutches with a driven disc diameter of 381 mm for transmitting torques of 55 and 78 kgm was started at this plant in 1947. In the period 1947-59, about 1,400,000 clutches were produced, which reliably met the requirements of produced cars of all types and purposes with YaAZ engines.
The developed and tested gearboxes YaAZ-204, YaAZ-210 are a 5-speed transmission, all gears of which are in constant mesh, except for the first gear and reversing. Synchronizers are installed for easy gear shifting. Bearings are lubricated under pressure by a special pump. The design used new types of bearings, the production of which was again organized at the factories of the country.
Gearboxes type YaAZ-204 in various modifications produced for all types of two-axle and three-axle vehicles YaAZ and MAZ a. A separate supply of gearboxes for tractors of the Ural and Bryansk automobile plants was carried out. In 1947-59, 1,700,000 gearboxes were manufactured and delivered.
Development of clutches and gearboxes, mastering them in mass production at YaAZ headed V.V. Osepchugov And G.M. Kokin. Designers A.A. took an active part in the development, development and improvement. Malyshev, N.S. Khanin, V.D. Arshinov, N.I. Segal, B.F. Indeikin, V.V. Zelenov, V.A. Illarionov, V.M. Krotov, V.P. Volin, V.A. Gusev and others.
In 1948 Chief Engineer YaAZ A.M. Livshits (repressed in 1950, released in August 1954 and subsequently fully rehabilitated), plant director (in 1945-50) I.P. Gusev, chief designer V.V. Osepchugov, his deputy for engines N.S. Khanin, head of the diesel shop T.N. Ivanov and the head of the central factory laboratory V.V. Skotnikov "for improving the design and mastering the production of high-speed automotive diesels» became laureates of the Stalin Prize III degree.
According to the thermal regime, the YaAZ-204 diesel engine was overstressed, with a rather small motor resource, although painstaking work was carried out to increase it from year to year. So, until 1949, on all YaAZ-204 engines and on part of their release in 1950, the oil pump was driven by a chain drive, then by a gear. cast iron oil sump replaced with a stamped one. Since May 1952, a pre-start heater was introduced to heat the coolant in the cooling system and the oil in the crankcase before starting the engine at low temperatures. Thin-walled cylinder liners, weakened by two rows of 64 holes, warped and failed. Despite various technological tricks, it was not possible to exclude deformation and increased wear of these “dry” sleeves. Therefore, since 1953, YaAZ began to make purge windows in the form of a single row of 17 holes with a diameter of 16 mm. There were other, smaller changes related to the improvement of engine manufacturing technology.
The initial characteristics of the engines changed mainly only in the direction of increasing power (112-120-135 hp four-cylinder, 165-205 hp six-cylinder) and efficiency due to changes fuel equipment, in particular, by increasing the performance of pump injectors, improving the purge system, a number of other components, and reducing power costs for the supercharger drive. So, in the early 50s, the power of the YaAZ-204 was raised to 120 hp. ( YaAZ-204A), and for an all-wheel drive vehicle MAZ-502 and truck tractor MAZ-200V engine power with pump-injectors of the 80 series and reduced thermal gaps between the piston and the sleeve reached 135 hp. ( YaAZ-204V).
Great experience in understanding the most important characteristics of the flow of the working process, the strength of parts and assemblies was acquired during the operation of the diesel bus modification YaAZ-204D as part of the first post-war bus with electrical transmission ZiS-154 (years of production 1947-49). Unsuccessful layout of electrical circuits, unfavorable combination of parameters of the electric generator and engine characteristics, poor ventilation and high dust content engine compartment, lack of effective filters - all this led to increased wear engine. However, for all its imperfections, the bus not only partially solved the problem of providing the capital with urban transport, but also became a kind of research laboratory that gave impetus to the deployment of work to improve reliability and improve engine cleaning systems.
Subsequently (in 1956), the YaAZ team mastered another bus engine YaAZ-206D For intercity bus ZiS-127, which turned out to be much more successful than its urban predecessor and was produced until the end bus production on ZIL e (1960).
A serious exam for Yaroslavl specialists and young motor production had to keep in the development and development of a series of engines for military equipment commissioned by the USSR Ministry of Defense. Here, in addition to ensuring the required reliability and power, a number of changes had to be made to the design and layout basic models. The so-called "tractor" modification of the engine was the first to appear in 1948. YaAZ-204B for tracked artillery tractors M-2 Mytishchi machine-building plant(MMZ), then the similar equipment "K" - YaAZ-204K(130 hp), which was installed on floating caterpillar conveyors K-61 Kryukov Carriage Works and light artillery tractors AT-L Kharkov Tractor Plant. They differed from the basic ones mainly in a special deepened cast-iron oil sump with a bottom cover (the so-called "tractor" type), a correspondingly modified oil pump receiver and a lubrication system, which was important for the operation of the engine with large rolls and trims.
In 1956, a modification of the YaAZ-206B diesel engine (210-225 hp) was mastered, designed for an airborne self-propelled unit. ASU-85 produced by MMZ. A special dry sump oil system, oil filters, powerful oil radiator, emergency start devices and injection system cooling, as well as special cylinder heads, which the customer subsequently abandoned.
However, the most promising direction for the development of the first family of Yaroslavl diesel engines was the creation in 1951 of a stationary modification of the engine YaAZ-204G. At the end of the 40s, in connection with the development of radar equipment, a need arose for mobile power sources for autonomous radars. The YaAZ-204 diesel engine was chosen as such an energy source. When preparing a stationary YaAZ-204G, in addition to measures to reduce power to 60 hp. at 1500 rpm, the heating devices were improved and, together with NAMI, a single-mode precision controller was developed that provides high speed accuracy necessary for the normal operation of radio-electronic equipment of radar stations. Initially, the engines were supplied to the Moscow Searchlight Plant and the Kursk Plant of Mobile Units for 30-kilowatt generator sets with a frequency of 50 and 400 Hz, which became an integral part of the country's air defense system.
Besides, various configurations YaAZ-204/206 engines have found application in various installations: mobile power stations, compressor, pumping, pumping stations, electric welding units, drilling rigs, mobile cranes, narrow-gauge diesel locomotives, small-tonnage boats, peat harvesters and many other products.
The design and technical and economic indicators of motors have been constantly improved. As a result of the phased modernization in 1958-59 and 1962-63, after which the marking "M" appeared, engine power increased by 15%, and specific consumption fuel was reduced by 10%, to 185 grams per horsepower at one o'clock.
It should be noted that among the first four models of the Yaroslavl Motor Plant, certified in 1971 for the state "Quality Mark", there was also a modification YaAZ-M204G.
Family two-stroke engines, from which the dieselization of the Soviet automobile industry began, the enterprise produced up to 1993. For 46 years of production, the plant produced 972,633 of them. A total of 12 were created serial modifications and 15 complete sets of diesel engines of the YaAZ-204/206 family.
Back in 1954, a meeting was held at NAMI to improve diesel engines involving consumers, which concluded that push-pull principle operation of a diesel engine lags behind a four-stroke one in all respects, two-stroke diesel engines are uneconomical, short-lived, require a high maintenance culture, and the future should belong to four-stroke diesel engines power plants. Their design began at NAMI and at the Yaroslavl Automobile Plant.
At YaAZ, it was decided to stop at the dimension 130/140, tested on an experimental engine with loop purge YaAZ-226. The ratio of the piston stroke to the cylinder diameter was chosen close to one (cylinder diameter - 130 mm, piston stroke - 140 mm) in order to have models in the unified family of diesel engines not only with a double-row, but also with a single-row arrangement of cylinders, for which a large short-stroke structurally inappropriate. With YaAZ-226, everything was transferred to the new design best achievements and findings, including V arrangement cylinders, camber angle 90°, fundamental solutions for the crankshaft, connecting rods, piston rings, elements of separate fuel equipment. When designing, the negative experience gained during the tests of the loop engine was also taken into account, which made it possible to avoid many troubles in the future.
In 1958, a prototype diesel engine "019", assembled at the NAMI experimental design plant, was brought to the YaAZ experimental workshop. However, after a few hours of bench testing, many of the defects that Yaroslavl managed to eliminate even on the loop appeared. After long consultations and agreements with the industry institute, we decided to work together to bring Yaroslavl engine. Some technical developments were transferred from NAMI-019, but the basic design and the most important technical solutions By general layout, cylinder-piston group, other main nodes remained Yaroslavl.
In parallel, the design of an eight-cylinder model began, as unified as possible with a six-cylinder design. Key Features were laid down based on certain models of cars and their transmissions. "Six" was intended for installation on products of the Minsk Automobile Plant, and "eight" - for a new family of three-axle vehicles YaAZ-219, which were being prepared for transfer to Kremenchug. Diesel engines of the second generation were also intended for installation on construction cranes, compressor units, electrical units, excavators, etc.
The maximum power of the "six" reached 180 hp. at 2100 min -1, maximum torque - 667 Nm at 1500 min -1, compression ratio - 16.5, working volume 11.15 liters. The crankcase, wet-type liners, cylinder heads (one for three cylinders) are made of cast iron, and pistons with a combustion chamber in the bottom are made of aluminum alloy.
The engine was equipped with roller valve lifters, a four-bolt main bearing cap, a six-plunger pump high pressure with aluminum alloy body, separate nozzles closed type, in which the inner surface between fuel injections is separated from the combustion chamber by a special needle.
IN October 1958 the first experimental sample was assembled YaMZ-236, and five months later, an eight-cylinder engine appears YaMZ-238.
By 1960, the development of designs for six- and eight-cylinder models was generally completed. From the first samples, they differed even in appearance, not to mention internal content, most of the parts and assemblies have undergone such significant changes. Naturally, the main layout solutions remained: the block, the whole head, the location of the units. The most important changes: roller tappets instead of flat ones, fastening of the main bearing cap on 4 instead of 2 bolts and much, much more.
About the depth of design development four-stroke engines The following facts may testify: 230 samples of models of various designs were manufactured and tested, more than 130,000 hours have been accumulated on test benches.
Although the testing and improvement of engines continued at full speed, which created enormous difficulties for the technologists who worked out the manufacturing processes and formed an order for equipment, a pilot batch of diesel engines was produced for factory and state operational tests. At the same time there was an active preparation of production.
IN October 1961 at the commissioned first stage of diesel shop No. 2, serial production of YaMZ-236 engines began, and in June 1962- YaMZ-238 engines with a power of 240 hp Incomplete three years have passed since the appearance of the first sample to the production of engines in a series - the world practice of engine building has not yet known such rates of development.
Since 1962, the plant began work on tractor modifications of both turbocharged engines with varying degrees of forcing. Supercharging was still so unusual that when testing the first turbochargers, the stands, fearing fragments, were lowered underground ...
At the end of 1962, a sample of a twelve-cylinder engine was embodied in metal. YaMZ-240. Its power was 360 hp. at 2100 rpm. The design of this engine differed in many respects from other six- and eight-cylinder models, the camber angle of the cylinder block was adopted at 75 °, the crankshaft was on rolling bearings instead of plain bearings, rear location distribution gears.
This is how the famous Yaroslavl family of four-stroke diesel engines was born, which are still the main products of the plant.
The 130/140 family proved to be phenomenally tenacious and grew to 52 models and modifications, which were installed on more than 270 different products. The longevity of this family was also facilitated by good, at that time, fuel efficiency. Yes, at MAZ-200 it was 32 l / 100 km at a speed of 30 ... 40 km / h, and for MAZ-500- only 22 liters. Relatively moderate forcing provided reliable and durable work unit in difficult conditions operation.
Yaroslavl diesel engines are often judged by the very first 130/140 family, and very often by early models. They are valued, especially in the wilderness and outback, for survivability and maintainability, but they grumble at excessive weight, uneconomical, low resource. Meanwhile, the veteran family has undergone three major upgrades, and its latest members have significantly best performance. Thus, the specific fuel consumption was reduced from the initial 175 g/hp. per hour up to 145, and "waste" oil - from 2% of fuel consumption to 0.2%. The specific gravity of the engines, which was 4.5 kg / hp, became less by about one and a half times.
The Yaroslavl Motor Plant was and is one of the leading enterprises in Yaroslavl. He left his considerable imprint in the development of the city, in its achievements and significance. The plant functioned in the most difficult times: revolution, war, perestroika. And it has always remained a reliable support for the automotive industry of our Motherland. Thanks to him and many other enterprises in the Soviet Union, it was possible to create a domestic production of cars. And now he is trying to maintain the level of a high professional master of his craft, with respectable experience and broad potential.
Workshop of the Yaroslavl Motor Plant
The history of the automobile plant in the city of Yaroslavl is associated with the name of the Russian industrialist Vladimir Alexandrovich Lebedev, an experienced pilot who did a lot for the development of aviation in Russia. At that time, in our country, there was a government program to create our own automotive industry. In Yaroslavl, it was planned to deploy the assembly of foreign cars and ambulances for the fronts of the First World War. First company name car factory JSC "V. A. Lebedev. The launch took place on October 20, 1916.
The founder of the plant Vladimir Aleksandrovich Lebedev
During the revolution, the plant was transferred to the ownership of the state and until 1925 it performed only car repair functions. In November 1925, the Ya-3 was assembled - a truck capable of carrying three tons of cargo. It was based on the American car "White". Yaroslavl did not yet have a motor production, so the engine, clutch and gearbox were borrowed from the AMO-F-15 truck and delivered from Moscow by the AMO plant (the Likhachev plant - ZIL). The first two Ya-3 trucks were assembled on a significant date - November 7, 1925. The following year, the enterprise was transformed into the Yaroslavl State Automobile Plant No. 3.
Yaroslavl truck Ya-3
During the First Five-Year Plan, the enterprise expanded significantly. New workshops were built, the number of employees increased by 5 times. After Ya-3, the production of trucks followed. more power. These were I-4 and I-5.
They differed in carrying capacity, respectively 4 tons and 5 tons. All three had a standard wheel formula - 4 × 2. Let us immediately explain what this means. The wheel formula is a conditional index adopted to indicate the number of driving wheels of a car, in which the first digit corresponds to the total number of wheels, and the second to the number of driving wheels. In our case, it shows that the car has only 4 wheels and 2 of them are driving. Modernized cars were assigned the index "G".
In 1932, the production of buses was launched. They were called YaA-1 and YaA-2.
Yaroslavl bus YaA-2
In 1933, together with the Design Bureau of the OGPU, prototypes of the first Soviet diesel engine "Koju" (Koba Dzhugashvilli) were manufactured. The work was supervised by the talented designer N. R. Briling, who had only recently been released from prison. The engine had a power of 90 liters. With. They were equipped with I-5 trucks.
The first Soviet diesel engine Koju and its creators
November 9, the first such car came out of the gates of the factory. It had two additional headlights on the cab and a luminous inscription - "YAGAZ-diesel". Subsequently, the modified engines were installed on the YAG-5.
Ya-5 car equipped with a Koju engine
The plant was the first in the country to master the production of heavy dump trucks. Since 1935, YaS-1 with a carrying capacity of up to 4 tons was assembled, later YaS-2 and YaS-3 (4 × 2) appeared.
Factory gate YaMZ
The success of the developing enterprise left no doubt. In 1935, it produced its 10,000th truck! Since 1933, the plant was renamed the Yaroslavl Automobile Plant (YaAZ).
In 1936, the plant began to produce trolleybuses. These were the one-story YaTB-1 and YaTB-4 and the unique double-deck trolleybus YaTB-3. Thanks to a well-thought-out design, the YATB-3 could be operated together with a single-story transport. He first appeared on the streets of Moscow on June 26, 1938, on the day of elections to the Supreme Soviet of the RSFSR. Accommodated up to 100 passengers and had 72 soft seats. Despite its height (4783 mm), the car had good maneuverability and was well heated. The trolleybus was equipped with a battery, with which it could travel a distance of 2.8 km, which allowed it to independently return to the park in the event of a power outage. This feature came in handy during the war. Despite the fact that most of the YaTB-3s were cut into scrap metal for military needs, in 1944 the remaining three vehicles again took to the streets of Moscow.
Double-decker trolleybus YaTB-3
With the beginning of the war, the plant had to change its profile to the production of military products. In 1941, an evacuation to the east was planned, but it was postponed. The plant sent armor-piercing shells, hand grenades, shells for anti-aircraft guns, mines, rocket shells, Shpagin submachine guns (PPSh) and much more to the front. Since 1943, tracked artillery tractors Ya-11, Ya-12 and Ya-13 have been produced. They were intended to transport artillery pieces. At that hard times for the sake of the general idea of \u200b\u200bthe fight against fascism, American colleagues shared their experience with the plant. Their diesel engines were 15 horsepower superior to ours.
Thanks to the developments of the Americans, in 1943-1947. managed to create and master the production of new diesel engines YaAZ-204 and YaAZ-206, as well as a new family of two-axle vehicles of the YaAZ-200 series (4 × 2). It was on the YaAZ-200 car that the symbol of Yaroslavl, the bear, first appeared on the hood. Despite the numerous dissatisfaction of the People's Commissariat, I.V. Stalin personally ordered to leave it during a show in the Kremlin.
In 1949, the plant was awarded a state prize. YaAZ-204 and YaAZ-206 engines were installed not only on Yaroslavl cars, but also on cars manufactured by Minsk, Kremenchug plants and even on ZIL-154 buses. The plant has made clear progress. In 1948-1950, a three-axle series of YAZ-210 cars was developed and put into production. The car already had three wheel axles, two of which were driving (6 × 4). But production capacity the business was missing. Gradually, first the two-axle YaAZ-200s in 1951, and then the three-axle YaAZ-210s in 1959, were transferred to other plants. YaAZ began to specialize exclusively in motors. In 1958, it was renamed the Yaroslavl Motor Plant (YaMZ).
In 1961, a new director arrived at the plant - Anatoly Mikhailovich Dobrynin. A man who has gone from an ordinary turner to a deputy director at the Rybinsk plant, a talented and wise leader, a real Soviet citizen. He was the director of YaMZ for 21 years and made a powerful breakthrough in the development of the enterprise.
Anatoly Mikhailovich Dobrynin
The plant expanded significantly, main and auxiliary production shops appeared, modernization began, engine production increased from 5 to 100 thousand a year, the construction of the Tutaev Motor Plant began, and the Rostov Aggregate Plant was reconstructed. Thanks to him, the brightest minds and the best “golden hands” in the city were gathered at YaMZ. Dobrynin made a huge contribution to the cultural infrastructure of Yaroslavl. Thanks to him, the Avtodiesel (Torpedo) sports palace familiar to Yaroslavl residents, the Azure swimming pool, the Motor Builders Park (Yubileiny), the Motor Builders Culture Palace, and the Volga cinema appeared in the city. Builders Street was built in the microdistrict of YaMZ workers (Pyaterka), a bridge, a network tramways, schools and more. When he had his own construction division, which built housing for its employees, in particular the Northern residential area of the city.
Palace of Culture Motor Builders
Pool Azure
Motor Builders Park
At YaMZ, the development and introduction into production of new diesel engines, as well as gearboxes, clutches and diesel electrical units, begins. In 1966, the plant was awarded the Order of Lenin - the highest award of the USSR. In 1972, the State Prize was awarded for the creation and organization of production of a unified family of YaMZ-236/238/240 engines. In 1968 - 1971 the YaMZ-740 power unit is being developed for the Kama Automobile Plant. The Yaroslavl Motor Plant becomes the head enterprise of the Avtodizel production association, which includes many other enterprises throughout the region, and Dobrynin CEO. In 1976 he was awarded the title of Hero of Socialist Labor. In the same year, engines for tractors KirovetsK-700 and K-701 were created. From 1973 to 1980 they were working on a new type of diesel engines of the YaMZ-840 type. They are installed on BelAZ vehicles. A YaMZ-642 power unit is being created for cars of the Kutaisi Automobile Plant. The production of the YaSK-170 forage harvester begins. So gradually PA "Avtodiesel" becomes the leading enterprise of the domestic diesel industry. Engines for almost all heavy vehicles were assembled here. The consumers of the products are MAZ, BelAZ, UralAZ, ZIL, LAZ, KrAZ, MoAZ and many others.
In the early 80s, Anatoly Mikhailovich's health deteriorated sharply and he retired from the factory. In 1982, Yaroslavl experienced the death of a manager. Renamed many objects that appeared thanks to him. Palace of Culture of Motor Builders renamed into Palace of Culture named after. A. M. Dobrynin, which is today the most significant recreation center in the city. Builders Street became st. Dobrynin, and the bridge connecting it with the Industrial Highway - Dobryninsky.
Dobrynina street, former Builders
Since 1993, the enterprise has been operating as an Open Joint Stock Company "Avtodiesel". In 2000, the company merged into RusPromAvto LLC, which after some time was transformed into the GAZ Group.
From 1991 to 1998 YaMZ developed an unusual diesel engine. It was intended for the chassis of the Topol-M rocket and space complex. YaMZ-846 and YaMZ-847 engines have a power of 500-800 hp. Produced in small batches for the Ministry of Defense.
Rocket and space complex Topol-M
In 2014, the 10 millionth engine was assembled at the plant.
In the 90s and 2000s. the production of environmental classes of motors was mastered: Euro-1 (YaMZ-236NE / BE and 238BE / DE), Euro-2 (YaMZ-7511 and YaMZ-7601), Euro-3 (YaMZ-656 and YaMZ-658) and Euro-4 (family YaMZ-530). In 2003, the Government Prize was awarded for the development and production of multi-purpose diesel engines, which for the first time in Russia meet international environmental standards.
YaMZ past and present
Today Yaroslavl Motor Plant is the largest manufacturer of heavy and medium diesel engines in Russia. It is a full-cycle enterprise and includes foundry, forging, pressing, thermal, welding, electroplating, painting, hardware, mechanical assembly, assembly and testing, tool, repair and other types of production. In terms of technological equipment and production automation, it is not inferior to the leaders of the global automotive industry. The YaMZ-530 production site, created with the support of the world's leading engineering firms and equipment suppliers, ensures the world technological level of product quality. More than 300 models of vehicles and special products are equipped with Yaroslavl engines. They are installed on trucks, main road trains, mining dump trucks, buses, tractors and combine harvesters, road construction equipment, as well as diesel power stations.
A documentary film dedicated to the life of Yaroslavl engine builders.
Alexey Krylov
Lyceum No. 86
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Delivery transport company, Delivery company fleet
YaAZ-M204G with automation, new, first configuration, from storage. YaAZ-M204G four-cylinder two-stroke diesel general purpose engine. Designed for installation on diesel locomotives and compressor stations, power plants and other equipment.
Engine type - two-stroke
Number of cylinders - 4
The order of operation of the cylinders is 1-3-4-2
Cylinder diameter, mm - 108
Piston stroke, mm - 127
The working volume of all cylinders, l - 4.65
Compression ratio - 17
Rated power, kW (hp) - 44 (60)
The frequency of rotation of the crankshaft at rated power, rpm - 1500
Maximum torque, N-m (kgf-m) - 500 (50)
Shaft rotation frequency at maximum torque, rpm, no more – 1200–1600
Shaft speed at idle, rpm - 400 (500)
Minimum specific fuel consumption, g/kWh (g/hp h) – 252 (185)
Pressure in oil system, kPa, (kgf/cm2):
− at rated speed − 200-400 (2-4.0)
− at minimum speed idle move, not less than − 50 (0.5)
Method of mixture formation - Internal with direct injection fuel into engine cylinders
Gas distribution phases, deg:
- opening of exhaust valves - 88 ° BC. m. t.
- closing of exhaust valves - 58 ° after n. m. t.
Valves - exhaust only, two for each cylinder, valve arrangement top
Lubrication system - mixed, under pressure and spray
Oil pump - gear driven by crankshaft
Oil cooler - plate, water-cooled
Oil filters - two:
− coarse cleaning with metal mesh filter element and
− fine cleaning with replaceable filter element
Power supply system - high-pressure fuel pumps are combined with injectors (pump-injectors). Continuous circulation of fuel through the system by returning excess fuel to the tank
Fuel Pump - Gear Type
The speed controller is centrifugal two-mode. On the YaAZ-M204G engine, single-mode
Pump Nozzles - Open Type
Pump-injector model - АР-20А4
Rated performance of the pump-injector for one working stroke of the plunger, mm³ - 60
Fuel filter - Fine filter with two replaceable filter elements. Additional filters in the intake fuel tank and pump injectors
Air filters;
– Inertia-oil with a mesh element for operation in conditions of low air dust content; − − – centrifugal-contact for operation in high dust content of air
Number air filters – 2
Cooling system - Liquid, with forced circulation coolant
Water Pump - Centrifugal Type
Fan - Six-bladed, belt-driven
Starter - Electric starter ST-26
Generator - G-273
Clutch - Dry single disc, friction type with central conical spring
Gearbox - Three-way. It has five forward gears and one reverse gear.
Gear ratios:
- first gear - 6.17
- second gear - 3.4
- third gear - 1.79
- fourth gear - 1
- fifth gear - 0.78
− reverse gear − 6.69
Overall dimensions, mm:
- length - 1816
− width − 871
− height − 1002
Weight of the unfilled engine in the scope of delivery, kg:
– with clutch and gearbox − 989
- without clutch and gearbox - 750
Refueling tanks, l: lubrication system - 16.5
- cooling system (without radiator) - 15.5
− air filters (per engine) − 1.5
The YaAZ plant (Yaroslavl Automobile Plant) was founded in 1916. After the revolution, the plant was engaged for several years refurbishment various equipment, and then was redesigned for the production of heavy trucks. Gradually, the production of cars was transferred to other plants, and since 1958, YaAZ completely switched to the production of engines. Then it was renamed into the Yaroslavl Motor Plant (YaMZ). Its products began to play an important role in the country's economy.
Prerequisites for the appearance of YaAZ-204
During the war years, YaAZ was engaged in the production of military products, including tracked tractors Ya-12. As power unit these tractors were equipped with a Lend-Lease GMC-471 diesel engine. As part of the reorganization of production, the plant received from the United States equipment and tooling for the production of a licensed version of this motor.
The changeover of production, which began in 1944, took several years. The first domestically assembled diesel engines appeared only in 1947 under the designation YaAZ-204. They immediately became in demand. After the renaming of the plant to the Yaroslavl Motor Plant, the name of the motor changed to YaMZ-204. The first vehicle with the new engine was the YaAZ-200 truck.
The design and arrangement of the YAZ-204 was quite complex, requiring a high culture of production and maintenance. However, it was thanks to him that the transition began freight transport USSR from gasoline to diesel power units.
YaAZ options
There were several versions of the YaAZ-204 engine, differing mainly in pump-injectors, with a power of 100 to 140 forces. In addition, the plant produced a six-cylinder version of the engine under the designation YaAZ-206.
Cylinder block and liners
The YaAZ-204 cylinder block is made together with the upper part of the crankcase in the form of a single casting of alloyed cast iron. To ensure the rigidity of the structure, the plane of contact of the pallet is located below the axis of the crankshaft. Cast iron sleeves"dry" type, past the heat treatment cycle. The sleeves themselves have round purge holes arranged in one row. There are windows in the block opposite these holes. For better filling of the cylinder, the windows in the sleeve are located at an angle. This arrangement of windows contributes to the helical air flow during blowing.
Initially, the sleeves were equipped with two rows of purge windows with a diameter of 8 mm (32 windows in a row). This decision greatly weakened thin-walled sleeve, causing it to warp. Therefore, since 1953, one row of 17 windows with a diameter of 16 mm began to be used.
Channels for coolant are shed in the body of the block and distribution and balancing shafts are placed. On the side opposite each cylinder there is a removable hatch that opens access to the air cavity around the cylinders. Through this hatch, you can control the condition of the piston rings and pistons (through the windows in the sleeve), as well as clean the purge windows.
Crankshaft and flywheel
The YaAZ-204 crankshaft had five bearings, was made by stamping from steel, followed by machining. The shaft is equipped with additional counterweights. The shaft ends are sealed with glands, two on each side. Gear camshaft mounted on the rear end of the shaft. The cast iron flywheel is bolted to it. A ring gear is pressed onto the outer part of the flywheel for starting the engine with an electric starter.
Connecting rods, bearings and pistons
Engine connecting rods forged from alloy steel. Replaceable bearing shells, bimetallic. In the rear main bearing, in addition to the liners, there are retainers that limit the axial movement of the crankshaft.
Engine pistons are cast iron, interchangeable. A special recess is made in the bottom of the piston, corresponding to the fuel spray jet. The piston has six rings - four compression and two oil scraper.
Auxiliary units
The engine is equipped with a common head for all cylinders. valve mechanism in the head is closed with a lid. For installation and dismantling, the engine has two eyelets.
On the right side of the engine crankcase, a Roots-type compressor is installed. The compressor crankcase contains two rotors with three blades each. The supercharger has an intake manifold with air filters. Depending on the degree of pollution of the surrounding air, two types of filters are used. Under normal conditions, inertial oil filter with mesh catcher. Under severe conditions, a centrifugal contact filter is used.
Mounted on the compressor itself is a pressure regulator, a coolant pump and a fuel pump. Next to the compressor is an oil filter and an oil cooler. The starter is on the same side.
To the left of the crankcase there is an exhaust pipeline and a fine oil filter, a thermostat, an engine heater and a generator. The generator is driven by a belt from the crankshaft pulley. It also drives the radiator cooling fan.
The working process
The YaAZ-204 engine operates on a two-stroke cycle. That is, for one revolution of the engine shaft, one full cycle of operation is performed in the cylinder. This cycle provides high specifications YaAZ-204 with a relatively small working volume of cylinders.
Air is supplied to the cylinders by a compressor mechanical drive. Air compressed to an overpressure of 0.5 kg / sq. cm enters a special cavity around the cylinder liners. When the piston moves down, purge windows open, and compressed air enters the cylinder. The piston moving from the bottom dead center, blocks these windows and begins to compress the air in the cylinder. At the end of the compression stroke, the air pressure in the cylinder reaches 50 kg / sq. cm at a temperature of about 650 ... 700 degrees. 19…14 degrees before top dead point (the angle depends on the type of injector) fuel is injected. Thanks to the vortex combustion chamber, the fuel is evenly distributed throughout the chamber and burns in full.
The resulting gases raise the pressure in the cylinder to 70...100 kg/sq.cm and the piston moves down. Opens at 88 degrees BDC Exhaust valve in the head and through it, gases are released into exhaust manifold. At 46 degrees to the lowest point, purge windows open (the exhaust valve is open) and compressed air purges the cylinder cavity, finally displacing the combustion products. Part compressed air while being thrown into the exhaust manifold. After 58 degrees of rotation of the shaft after the bottom point, the windows close and the cycle repeats again.
YaAZ-204 today
The YaAZ-204 diesel engines were discontinued in the late 1980s. After the cessation of truck production at YAZ, 204, the engine was used in mobile power plants, to drive compressors, as an engine for small boats. Part of the spare parts is supplied from the backlog of the times of the USSR or from spare parts kits, which were used to complete mothballed equipment. And now the production of some new YAZ-204 spare parts continues.
The YaAZ-204 diesel engines will remain in service for a long time, thanks not only to the availability of spare parts, but also to their endurance and unpretentiousness (compared to modern designs).
