Victory" is usually understood as aircraft, tanks, artillery installations, sometimes small arms that have reached Berlin. Less significant developments are mentioned less often, but they also went through the whole war and made their important contribution. For example, the V-2 diesel engine, without which the T-34 tank would have been impossible.
For military and strategic products, as you know, the requirements are more severe than for "civilian" equipment. Since the real term of their service often exceeds thirty years - not only in Russia, but also in the armies of most countries.
If we are talking about tank engines, they, of course, must be reliable, undemanding to the quality of fuel, convenient for maintenance and some types of repairs in extreme conditions, with a resource sufficient by military standards. And at the same time regularly issue basic characteristics. The approach to designing such engines is special. And the result is usually decent. But what happened to the V-2 diesel is a phenomenal case.
Painful birth
His life began at the Kharkov Locomotive Plant named after. Comintern, the design department of which in 1931 received a state order for a high-speed diesel engine for tanks. And it was immediately renamed the diesel department. The task stipulated a power of 300 hp. at 1600 rpm, despite the fact that for typical diesel engines of that time, the operating speed of the crankshaft did not exceed 250 rpm.
Since the plant had not done anything like this before, they began development from afar, with a discussion of the scheme - in-line, V-shaped or star-shaped. We settled on the V12 configuration with water cooling, electric start and Bosch fuel equipment - with a further transition to a completely domestic one, which also had to be created from scratch.
First, a single-cylinder engine was built, then a two-cylinder section - and it was debugged for a long time, having achieved 70 hp. at 1700 rpm and a specific gravity of 2 kg/hp. A record low specific gravity was also stipulated in the task. In 1933, a workable, but unfinished V12 passed bench tests, where it constantly broke down, smoked terribly and vibrated strongly.
The V-2 engine in its original form spent more than 20 years in mass military service. Individual copies are still on the move. A few more found peace in various museums.
The test tank BT-5, equipped with such an engine, could not reach the test site for a long time. Either the crankcase cracked, or the crankshaft bearings collapsed, or something else, and to solve many problems, it was necessary to create new technologies and new materials - first of all, grades of steel and aluminum alloys. And buy new equipment abroad
Nevertheless, in 1935, tanks with such diesel engines were presented to the government commission, additional workshops were erected at the KhPZ for the production of engines - the “diesel department” was transformed into a pilot plant. In the process of fine-tuning the motor, its secondary purpose was taken into account - the possibility of using it on aircraft. Already in 1936, the R-5 aircraft with a BD-2A diesel engine (the second aviation high-speed diesel engine) took to the air, but this engine was never in demand in aviation - in particular, due to the appearance of more suitable units created by specialized institutes in the same years.
In the main, tank direction, things progressed slowly and heavily. Diesel still ate too much oil and fuel. Some parts regularly broke down, and too smoky exhaust unmasked the car, which was not particularly liked by the customers. The development team was reinforced by military engineers.
In 1937, the engine was named V-2, under which it entered the world. And the team was strengthened once again by the leading engineers of the Central Institute of Aviation Motors. Some of the technical problems were entrusted to the Ukrainian Institute of Aircraft Engine Building (later it was attached to the plant), which came to the conclusion that it was necessary to improve the accuracy of manufacturing and processing parts. Own 12-plunger fuel pump also required fine-tuning.
The 580-horsepower V-55V engine was used on T-62 tanks produced from 1961 to 1975. In total, about 20,000 vehicles were produced - the tanks themselves and various equipment created on their basis
In state tests in 1938, all three second-generation V-2 engines failed. The first had a jammed piston, the second had cracked cylinders, the third had a crankcase. Based on the test results, almost all technological operations were changed, the fuel and oil pumps were changed. This was followed by new tests and new changes. All this went in parallel with the identification of "enemies of the people" and the transformation of the department into a huge State Plant No. 75 for the production of 10,000 motors per year, for which hundreds of machine tools were imported and assembled.
In 1939, the engines finally passed state tests, receiving a “good” rating and approval for mass production. Which was also debugged painfully and for a long time, which, however, was interrupted by the hasty evacuation of the plant to Chelyabinsk - the war began. True, even before that, the V-2 diesel engine was baptized in real military operations, being installed on heavy KV tanks.
What happened?
The result was a motor, about which they would later write that, in terms of design, it was far ahead of its time. And for a number of characteristics, for another thirty years, it surpassed analogues of real and potential opponents. Although it was far from perfect and had many areas for modernization and improvement. Some army technology experts believe that the fundamentally new Soviet military diesel engines, created in 1960-1970, were inferior to the B-2 family diesel engines and were put into service only for the reason that it was already indecent not to replace the "obsolete" with something modern.
The cylinder block and crankcase are made of an alloy of aluminum with silicon, the pistons are made of duralumin. Four valves per cylinder, overhead camshafts, direct fuel injection. Duplicated starting system - electric starter or compressed air from cylinders. Almost the entire technical description is a list of advanced and innovative solutions of the time.
The V-46 engine has been used in the T-72 medium tanks, which have been in service since 1973. Thanks to the pressurization system, 780 hp were removed. There are, frankly, few fundamental differences from B-2.
It turned out to be ultra-light, with an outstanding specific gravity, economical and powerful, and the power was easily varied by local changes in the operating speed of the crankshaft and compression ratio. Even before the start of the war, there were three versions in constant production - 375-, 500- and 600-strong, for equipment of different weight categories. Having fitted the supercharging system from the AM-38 aircraft engine to the B-2, they received 850 hp. and immediately tested on an experimental heavy tank KV-3.
As they say, any more or less suitable mixture of hydrocarbons could be poured into the tank of a car with a motor of the V-2 family, starting from household kerosene. It was a strong argument in the conditions of a difficult protracted war - dilapidated communications and the difficulty of providing everyone with everything necessary.
At the same time, the motor did not become reliable, despite the requirements of the People's Commissar of the Tank Industry V.A. Malyshev. It often broke down - both at the front and during various tests during the war years, although from the beginning of 1941 engines of the “fourth series” were already being produced. Summed up and design miscalculations, and violations of manufacturing technology - largely forced, because there were not enough necessary materials, they did not have time to renew worn-out equipment, and production was debugged in a wild hurry. It was noted, in particular, that dirt “from the street” gets into the combustion chambers through various filters and the warranty period of 150 hours in most cases is not maintained. Whereas the required diesel resource for the T-34 tank was 350 hours.
The T-34 is considered the world's first tank designed for a diesel engine. Its success was predetermined, as they say, by the use of the latest highly economical diesel aircraft type B-2.
Therefore, modernization and "tightening the screws" went on continuously. And if in 1943 the normal service life of the motor was 300-400 km, then by the end of the war it exceeded 1200 km. And the total number of breakdowns was reduced from 26 to 9 per 1000 km.
Plant No. 75 could not cope with the needs of the front, and factories No. 76 in Sverdlovsk and No. 77 in Barnaul were built, which produced the same B-2 and its various versions. The vast majority of tanks and part of the self-propelled guns that participated in the Great Patriotic War were equipped with the products of these three plants. The Chelyabinsk Tractor Plant produced diesel engines for the medium tank T-34, heavy tanks of the KV series, light tanks T-50 and BT-7M, and the Voroshilovets artillery tractor. On the basis of the V-2, the V-12 was developed, later used in the IS-4 tanks (he managed to fight for about a month) and the T-10.
Life in peacetime
The full potential of the V-2 design could not be revealed either before or during the war - there was no time to engage in unlocking the potential. But a set of various minor imperfections turned out to be an excellent basis for development, and the concept itself was optimal. After the war, the family was gradually replenished with tank engines V-45, V-46, V-54, V-55, V-58, V-59, V-84, V-85, V-88, V-90, V-92 , B-93 and so on. Moreover, the development has not yet been completed, and individual motors of the family are still mass-produced.
The modern T-90 tank is today equipped with a V-84MS engine (840 hp) or its upgraded version V-92S2 (1000 hp). Both of them are direct descendants and further development of the V-2 concept.
The T-72 tank - the main battle tank of the USSR, produced in a circulation of about 30 thousand copies, received a 780-horsepower B-46 engine. The modern main battle tank of Russia T-90 was originally equipped with a 1000-horsepower supercharged V-92 engine. Many of the theses of the descriptions of the B-2 and B-92 are completely the same: four-stroke, V-shaped, 12-cylinder, multi-fuel, liquid cooling, direct fuel injection, aluminum alloys in the cylinder block, crankcase, pistons.
For infantry fighting vehicles and other less heavy equipment, they created an in-line half-motor from the B-2, and the first developments of such a scheme were carried out and tested in 1939. Also among the direct descendants of the V-2 is a new generation of X-shaped tank diesel engines produced by ChTZ (used on the BMD-3, BTR-90), which use halves in another dimension - the V6.
He was also useful in the civil service. In the Barnaultransmash association (former plant No. 77), an in-line D6 was created from V-2, and later a full-size D12. They were put on a lot of river boats and tugboats, on motor ships of the Moscow and Moskvich series.
River tram series "Moskvich"
The shunting diesel locomotive TGK2, produced with a total circulation of ten thousand copies, received a modification of 1D6, and 1D12 was installed on MAZ mining dump trucks. Heavy tractors, locomotives, tractors, various special machines - wherever a powerful reliable diesel engine was required, you will find the closest relatives of the great B-2 engine.
Shunting diesel locomotive TGK2
And the 144th Armored Repair Plant, which was part of the 3rd Ukrainian Front from Stalingrad to Vienna, still offers services for the repair and restoration of B-2 type diesel engines. Although it has long since become a joint-stock company and settled in Sverdlovsk-19. And to be honest, I can’t believe that the high overall power, reliability and reliability in operation, good maintainability, convenience and ease of maintenance of modern engines of this family are just an advertising barker. Most likely, the way it really is. For which thanks to everyone who created and improved this long-lived motor.
Construction machines and equipment, reference book
Diesel engines
Diesels type D12 (124 15/18)
D12 diesel engines are two-row, twelve-cylinder, V-shaped, high-speed four-stroke engines with jet fuel spraying. They are produced in seven modifications.
Diesel engines D12SP and 1D12 are designed to drive AC or DC electric generators under stationary conditions. Diesel 1D12 can also be used in mobile power plants mounted in railway cars. It differs from the D12SP diesel engine in the presence of a fan, the absence of a control panel and a remote control mechanism.
Diesel D12A is installed on heavy vehicles and MAZ-525 dump trucks. The diesel has a closed-type water cooling system. Cooling of water and oil is carried out in radiators blown by air with a fan. The diesel engine is connected to the cardan shaft by means of a hydraulic coupling.
Diesel 1D12-400 is installed on TGM shunting diesel locomotives. The diesel crankshaft is equipped with an anti-vibrator. The fuel pump is equipped with a corrector that increases the amount of fuel supplied to the cylinders in the maximum torque mode.
The 1D12B engine is designed for power units of turbine drilling rigs.
The ZD12 engine (Fig. 151) is designed to operate on ships of the river and sea fleet. It is equipped with a reverse gear, consisting of a friction clutch and a single-stage gear reducer.
The 7D12 engine is designed to drive ship electric generators. The fuel pump of this engine is equipped with an all-mode control device and a cataract to ensure stable operation.
D12 type diesel crankcase is cast from cast iron or aluminum alloy and consists of two parts. In the upper bearing part there are seven seats of main bearings with liners in which the crankshaft rotates. Inserts filled! lead bronze.
The 60° angled flats on the top of the crankcase accommodate two six-cylinder blocks.
The crankshaft is forged, has six knees arranged in pairs in three planes, at an angle of 120° to each other. It has six connecting rod and seven main journals connected by round cheeks. On the first two cheeks of the crankshaft of engines D12A, 1D12-400, 1D12B, ZD12 and 7D12, a pendulum type antivibrator is installed.
Connecting rods - steel, I-section. Bronze bushings are pressed into the upper heads of the main and trailer connecting rods. The lower head of the main connecting rod is detachable. The trailing connecting rod is attached to the main connecting rod with a pin inserted into the lugs on the lower head of the main connecting rod.
Pistons - forged. The upper end of the piston bottom is figured, providing better mixture formation. The block and cover of the cylinder block, the gas distribution mechanism, the power supply, lubrication and cooling systems are the same in design as in D6 engines.
The fuel pump is block, has 12 pump pairs of plungers with sleeves located in a common housing.
The fuel pump regulator is mechanical, centrifugal, all-mode, direct action. Provides stable operation of the diesel engine. The fuel pump regulators of engines operating to drive electric generators designed to supply current to several installations have a special device that provides the possibility of parallel operation of these installations. To ensure stable operation of the engine with sudden changes in load, a pneumatic cataract is provided.
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Diesel engines type D12 - DetalGroup
Diesel D12 is a 12-cylinder, two-row, four-stroke, water-cooled and direct fuel injection. The D12 engine has circulation cooling and lubrication systems. Start is made by an electric starter. To ensure the battery charge, the engine is equipped with two generators: voltage and alternating current.
The D12A-375B diesel engine is installed on BelAZ-540 dump trucks with a load capacity of up to 27 tons as a power unit.
The 1D12 diesel engine is stationary and is designed to drive electric alternators. The 1D12-400 diesel engine is installed on the MPS (snowplows, maneuverable diesel locomotives) as a power unit. The 1D12B diesel engine is stationary, suitable for driving drilling rigs as part of a power unit. The 1D12BM diesel engine perfectly withstands work with low temperature conditions, therefore it is popular in the construction of snowplows.
Diesel 2D12B acts as an engine in lifting, road and earthmoving.
Diesel engines 3D12A and 3D12AL are suitable for installation on ships as main marine engines. Factories produce these engines in two modifications: 3D12A has the right direction of rotation of the driven shaft of the reverse gear, respectively 3D12AL - left.
Diesel 7D12A-1 - used on ships as an auxiliary marine engine. Due to it, electric generators installed on the ship are set in motion.
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detalgrup.com
Diesel engines D12 | LLC "Star of Siberia"
We sell D12 engines and their modifications (1D12-BM, 1D12-B, 1D12 BS-1, 1D12 BS-2, 1D12-KS, 1D12 V-300, D12A-375, 1D12-400, 1D12-525), as well as complete range of spare parts for them. Diesel engines are used on river and sea vessels, shunting diesel locomotives and railcars, multi-axle chassis and caterpillar all-terrain vehicles, airfield service vehicles, drilling rigs, excavators and cranes, stationary and mobile power plants, snow plows, pumps with power from 150 to 650 hp. Complete engines, first complete set (high-pressure fuel pump, starter, generator, air filter, flywheel) from storage or dismantled from machines with operating time up to 100 m/h. Full package of documents. Guarantee. Pre-sale run-in and tuning of engines at the factory stands. We do engine overhauls. Shipment to any region of Russia. We have the ability to supply the entire range of spare parts for engines of this series.
Diesels can be equipped with a reverse gear that allows you to change the direction of rotation of the ship's propeller. They are manufactured with the right and left direction of rotation of the crankshaft and different gear ratio of the reverse gear for forward travel.
D12 diesels - twelve-cylinder with a V-shaped arrangement of cylinders and a collapse of blocks 600. Cooling system - liquid, circulating with air cooling of water and oil in radiators. Diesel engines are equipped with a fan driven by a crankshaft.
Lubrication system - circulating, under pressure with a "dry" sump, with an electric pump for pre-start pumping of the system. Diesel engines are started by an electric starter or compressed air.
Specifications 1D12: Rated (continuous) power, h.p. from 300 to 480, Rotational speed, rpm 1500 Specific fuel consumption, g / hs 180 + 9, Specific oil consumption for waste, l / h 1.47 Weight, kg. 1680, Overall dimensions, mm: length 1688, width 1052, height 1276.
www.zvezda-s.ru
Diesel engines grades D6, D12 applicability
Diesel engine 1D12-400BS2, 1D12-400KS2
Diesel engines 1D12-400BS2 are intended for use as power units in shunting diesel locomotives and snowplows TGM23B, TGM-23V, TGM-23D and their modifications, manufactured by OJSC Muromteplovoz.- Supplied without a fan drive pulley, air filters.- Diesel engines 1D12 -400KS2 are designed for use as power units in shunting diesel locomotives TGM-40, railway snowplows TGM-40S and their modifications, as well as narrow-gauge diesel locomotives TU-5, Tu-7 and their modifications, manufactured by OJSC Kambarsky Machine-Building Plant. - Supplied with fan drive pulley and air filters. - Diesel engines 1D12-400BS2 and 1D12-400KS2 are high-speed, four-stroke, compressorless, with direct fuel injection, twelve-cylinders with a V-shaped arrangement of cylinders and a camber of 60 °. - Cooling system - liquid, circulating with cooling of water and oil in radiators by air, installed in diesel locomotives (snowplows). - Lubrication system - circulating, under pressure with a "dry" sump, with an electric pump for pre-start pumping of the system, installed in the system of diesel locomotives (snowplows). - Diesel engines are started by an electric starter. To charge the batteries, diesel engines are equipped with an alternator with a built-in rectifier, a voltage regulator and a radio interference suppression device. - generators with a capacity of 200 kW and a complete set of mobile power plants, track railway and other mobile machines. as part of stationary diesel-electric units with a capacity of 200 kW automated according to 0, 1, and 2 degrees GOST13822-82.- 1D12V-300KS2-01 for diesel generators DG-200-T / 400A (U96A) with a capacity of 200 kW, intended for completing track railway and other mobile machines, as well as stationary diesel-electric units with a capacity of 200 kW, automated according to 0, 1, 2 degrees GOST13822-82 and having a preheating or electric heating system. - Diesel engines of the 1D12V-300 series are high-speed, four-stroke, compressorless, direct fuel injection, twelve cylinders with a V-shaped arrangement of cylinders and a collapse of blocks of 60 °. - Cooling system - liquid, circulating with cooling of water and oil in radiators by air, carried out by a fan driven by a crankshaft. - Lubrication system - circulating, under pressure with a "dry" crankcase, with an electric pump for pre-start pumping of the system. - Starting diesel engines is carried out by an electric starter or compressed air. To charge the batteries, the diesel engine is equipped with a charging alternator with a built-in rectifier, voltage regulator and radio interference suppression device. - 1D12V-300 diesel engines are not equipped with a speed control servo mechanism, but are equipped with it as part of diesel generators and units. - D12A-525 is used as part of multi-axle tractors MAZ-537 and its modifications, KZKT-7428, KZKT-74281.- D12A-525A is used as part of multi-axle tractors MAZ-543 and its modifications, MAZ-7310, MAZ-7311, MAZ-74106 and airfield tractors BelAZ-6422, BelAZ-7211.- Diesel engines have proven themselves in the process of operation, confirmed high reliability in extreme situations.- Diesel engines D12A-525, D12A-525A are high-speed, four-stroke with direct fuel injection. Twelve cylinders with a V-shaped arrangement of cylinders and a collapse of blocks of 60 °. - Cooling system - liquid, circulating with water and oil cooling in radiators. - Lubrication system - circulating, under pressure with a "dry" sump. - Start of engines is carried out by an electric starter or compressed air. To charge the batteries, diesel engines are equipped with an alternator with a built-in rectifier, voltage regulator and radio interference suppression device. - The fuel pump of diesel engines is equipped with a fuel supply corrector to increase torque when vehicles overcome increased road resistance. Diesel engines of the 1D6B series are designed to operate as part of diesel generators with a capacity of 100 kW and complete mobile power plants. generators AD-100-T/400 (U34A) and DG-100-Tsp (U34M) with a power of 100 kW, designed to complete mobile special power plants. - 1D6VB for operation as part of high-frequency diesel generators DG-100-T-400 (U34B ), power of 100 kW, intended for the configuration of mobile special power plants. - 1D6BGS2 for stationary diesel-electric units with a capacity of 100 kW, automated according to "1" and "2" degrees of GOST 13822-82. - 1D6BGS2-01 for stationary diesel-electric units with a capacity of 100 kW with manual control ("0" degree of automation). cranes (only has an electric starter start).- Diesel engines of the 1D6B series are high-speed, four-stroke, compressorless, with direct fuel injection, six-cylinder in-line. from the crankshaft. - Lubrication system - circulating, under pressure with a "dry" sump, with an electric pump for pre-start pumping of the system. - Diesel engines are started by an electric starter or compressed air. To charge the batteries, the diesel engine is equipped with a charging alternator with a built-in rectifier, voltage regulator and radio interference suppression device. speed at synchronization. The servomechanism is powered by rechargeable batteries.
gdc.uaprom.net
Diesel engine V-2
A. Protasov, drawing by A. Krasnov
The famous tank diesel engine was created at the Kharkov Locomotive Plant (KhPZ) named after the Comintern in 1939. The motor, designated V-2, was installed before the war on Soviet light, high-speed wheeled-tracked tanks BT-7M, medium tanks T-34 and heavy KV- 1 and KV-2, as well as on the Voroshilovets heavy tracked artillery tractor. In wartime, it was installed on T-34 medium tanks, heavy KB and IS tanks, as well as on self-propelled artillery mounts (ACS) based on them. In the post-war years, this engine was modernized, and modern tank engines are its direct descendants.
The technical features of the B-2 clearly demonstrate the ways in which technical thought in general and engine building in particular developed on the eve of World War II.
The design of this engine began in the diesel department of KhPZ in 1931 under the leadership of the head of the department K.F. Chelpana. A.K. Bashkin, I.S. Ber, Ya.E. Vihman and others. Since there was no experience in developing a high-speed tank diesel engine, they began designing it on a wide front: three cylinder layouts were worked out - single- and double-row (V-shaped), as well as star-shaped. After discussion and evaluation of each scheme, a 12-cylinder V-shaped design was preferred. At the same time, the projected engine, which received the initial designation BD (high-speed diesel), was similar to the M5 and M17T aircraft carburetor engines installed on BT light wheeled-tracked tanks. This is natural: it was assumed that the engine would be produced in tank and aircraft versions.
The development was carried out in stages. First, a single-cylinder engine was created and tested in operation, and then a two-cylinder section was made, which had a main and trailer connecting rods. In 1932, having achieved its stable operation, they began to develop and test a 12-cylinder model, which received the designation BD-2 (second high-speed diesel), which were completed in 1933. In the fall of 1933, BD-2 passed the first state bench tests and was installed on a light wheeled-tracked tank BT-5. Sea trials of BD-2 diesel engines on BT-5 began in 1934. At the same time, the engine continued to be improved and the identified shortcomings were eliminated. In March 1935, members of the Central Committee of the Communist Party and the government got acquainted in the Kremlin with two BT-5 tanks with BD-2 diesel engines. In the same month, the government decided to build workshops for their manufacture at KhPZ.
Engineers from the Central Institute of Aviation Motors (CIAM) M.P. were sent to Kharkov from Moscow to provide technical assistance. Poddubny, T.P. Chupakhin and others who had experience in designing aircraft diesel engines, as well as the head of the engine department of the Military Academy of Mechanization and Motorization of the Red Army prof. Yu.A. Stepanov and his staff.
The management of the preparation of mass production was entrusted to I.Ya. Trashutin and T.P. Chupakhin. By the end of 1937, a new diesel engine was installed on the test bench, which by that time had received the designation V-2. The state tests carried out in April-May 1938 showed that it was possible to start its small-scale production, which S.N. Makhonin. In 1938, KhPZ produced 50 V-2 engines, and in January 1939 KhPZ diesel shops separated and formed an independent engine building plant, which later received No. 75. Chupakhin became the chief designer of this plant, and Trashutin became the head of the design bureau. On December 19, 1939, large-scale production of domestic high-speed tank diesel engines V-2 began, put into production by order of the Defense Committee along with T-34 and KV tanks.
For the development of the V-2 engine T.P. Chupakhin was awarded the Stalin Prize, and in the fall of 1941 Plant No. 75 was awarded the Order of Lenin. At that time, this plant was evacuated to Chelyabinsk and merged with the Chelyabinsk Kirov Plant (ChKZ). I.Ya. was appointed chief designer of ChKZ for diesel engines. Trashutin.
It is necessary to mention the aviation version of the B-2A, the fate of which was dramatic. By the beginning of serial production of the main model, the reconnaissance aircraft on which the B-2A was supposed to be installed was outdated, and it was not advisable to convert the main B-2 model into a purely tank one. This would require additional time, which our engine builders did not have: the Second World War was approaching, and the Red Army needed - urgently and in large numbers - new tanks with anti-shell armor and powerful diesel engines.
The B-2 went “on stream” with an aluminum crankcase and cylinder blocks, with a long toe of the crankshaft and a thrust ball bearing capable of transmitting force from the propeller to the engine crankcase. It is appropriate to note that the R-5 reconnaissance aircraft successfully flew with the V-2A engine.
There was another modification of this engine - V-2K, which was distinguished by increased power up to 442 kW (600 hp). The increase in power was achieved by increasing the compression ratio by 0.6–1 units, increasing the crankshaft speed by 200 min–1 (up to 2,000 min–1) and fuel supply. The modification was originally intended for installation on heavy KB tanks and was manufactured at the Leningrad Kirov Plant (LKZ) according to the KhPZ documentation. Weight and size indicators have not changed compared to the base model.
In the prewar period, other modifications of this engine were created at plant No. 75 - V-4, V-5, V-6 and others, the maximum power of which was in a fairly wide range - from 221 to 625 kW (300–850 hp .), which were intended for installation on light, medium and heavy tanks.
Before the Great Patriotic War, tank diesel engines were manufactured by Plant No. 75 in Kharkov and LKZ in Leningrad. With the outbreak of war, they began to be manufactured by the Stalingrad Tractor Plant, Plant No. 76 in Sverdlovsk and ChKZ (Chelyabinsk). However, there were not enough tank diesel engines, and at the end of 1942 plant No. 77 was urgently built in Barnaul. In total, these plants produced 17,211 units in 1942, 22,974 in 1943, and 28,136 diesel engines in 1944. engines.
V-2 belonged to high-speed 4-stroke compressorless, with direct fuel injection, 12-cylinder liquid-cooled heat engines with a V-shaped arrangement of cylinders with a camber angle of 60 °.
The crankcase consisted of upper and lower halves, cast from silumin, with a parting plane along the axis of the crankshaft. In the lower half of the crankcase there were two recesses (front and rear oil intakes) and a transmission to the oil and water pumps and the fuel pump, mounted outside the crankcase. The left and right cylinder blocks, together with their heads, were attached to the upper half of the crankcase on anchor studs. In the shirt housing of each cylinder block, made of silumin, six steel nitrided wet liners were installed.
Each cylinder head had two camshafts and two intake and exhaust valves (that is, four!) For each cylinder. The camshaft cams acted on the plates of the pushers mounted directly on the valves. The shafts themselves were hollow, oil was supplied through internal drillings to their bearings and to the valve plates. The exhaust valves had no special cooling. To drive the camshafts, vertical shafts were used, each of which worked with two pairs of bevel gears.
The crankshaft was made of chromium-nickel-tungsten steel and had eight main and six hollow connecting rod journals, arranged in pairs in three planes at an angle of 120°. The crankshaft had a central lubrication supply, in which oil was supplied to the cavity of the first main journal and passed through two holes in the cheeks to all journals. The copper tubes flared in the outlet holes of the connecting rod journals, which went out to the center of the neck, ensured the flow of centrifuged oil to the rubbing surfaces. The main journals worked in thick-walled steel liners, filled with a thin layer of lead bronze. The crankshaft was kept from axial movements by a thrust ball bearing installed between the seventh and eighth journals.
Pistons - stamped from duralumin. Each has five cast-iron piston rings: two upper compression rings and three lower oil-dump rings. Piston pins - steel, hollow, floating type, kept from axial movement by duralumin plugs.
The connecting rod mechanism consisted of the main and trailer connecting rods. Due to the kinematic features of this mechanism, the piston stroke of the trailer connecting rod was 6.7 mm longer than that of the main one, which created a small (about 7%) difference in the degree of compression in the left and right rows of cylinders. The connecting rods had an I-section. The lower head of the main connecting rod was attached to its upper part with six studs. The connecting rod bearings were thin-walled steel, filled with lead bronze.
The engine start was duplicated, consisting of two independently operating systems - an 11 kW (15 hp) electric starter and a compressed air start from cylinders. On some engines, instead of conventional electric starters, inertial ones were installed with a manual drive from the fighting compartment of the tank. The compressed air starting system provided for an air distributor and an automatic starting valve on each cylinder. The maximum air pressure in the cylinders was 15 MPa (150 kgf/cm2), and the air entering the distributor was 9 MPa (90 kgf/cm2) and the minimum was 3 MPa (30 kgf/cm2).
To pump fuel under an overpressure of 0.05–0.07 MPa (0.5–0.7 kgf/cm2) into the supply cavity of the high-pressure pump, a rotary-type pump was used. The NK-1 high pressure pump is a 12-plunger in-line pump with a two-mode (later all-mode) regulator. Closed-type nozzles with an injection start pressure of 20 MPa (200 kgf/cm2). The fuel supply system also had coarse and fine filters.
The cooling system is of a closed type, designed to operate under an overpressure of 0.06–0.08 MPa (0.6–0.8 kgf/cm2), at a water boiling point of 105–107°C. It included two radiators, a centrifugal water pump, a drain cock, a filling tee with a steam-air valve, a centrifugal fan mounted on the engine flywheel, and pipelines.
Lubrication system - circulating under pressure with a dry sump, consisting of a three-section gear pump, an oil filter, two oil tanks, a manual booster pump, a surge tank and pipelines. The oil pump consisted of one injection section and two pumping sections. The oil pressure in front of the filter was 0.6–0.9 MPa (6–9 kgf/cm2). The main grade of oil is aviation grade in summer and MZ in winter.
An analysis of the parameters of V-2 engines shows that they differed from carburetor ones in much better fuel efficiency, large overall length and relatively small weight. This was due to a more advanced thermodynamic cycle and "close relationship" with aircraft engines, which included a long crankshaft nose and the manufacture of a large number of parts from aluminum alloys.
| Year of issue | 1939 | |
| Type | Tank, high-speed, compressorless, with direct fuel injection | |
| Number of cylinders | 12 | |
| Cylinder diameter, mm | 150 | |
Piston stroke, mm:
| 180186,7 | |
| Working volume, l | 38,88 | |
| Compression ratio | 14 and 15 | 15 and 15.6 |
| Power, kW (hp), at min–1 | 368 (500) at 1800 | 442 (600) at 2000 |
| Maximum torque Nm (kgf m) at 1,200 min–1 | 1 960 (200) | 1 960 (200) |
| Minimum specific fuel consumption, g/kW h, (g/hp h) | 218 (160) | 231 (170) |
| Dimensions, mm | 1 558х856х1 072 | |
| Weight (dry), kg | 750 | |
A few words should be said about global priority. In the domestic military-historical literature, one can find the opinion that the V-2 was the world's first tank diesel engine. This is not entirely true. He is one of the "top three" tank diesels. Its "neighbors" were a 6-cylinder liquid-cooled Saurer engine with a power of 81 kW (110 hp), installed since 1935 on a Polish light tank 7TR, and a 6-cylinder air-cooled Mitsubishi AC 120 VD diesel engine with a power of 88 kW (120 hp), installed since 1936 on the Japanese light tank 2595 "Ha-go".
The V-2 differed from its "neighbors" in much greater power. Some delay in the start of its mass production was explained, among other things, by the desire of Soviet engine builders to thoroughly test the engine in the army in order to reduce the number of "childhood diseases". And the motor enjoyed the well-deserved trust of the Soviet soldiers.
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7D12
The 7D12 engine is a high-speed, four-stroke diesel engine with direct fuel injection. Type D12 - twelve cylinders with a V-shaped arrangement of cylinders and a collapse of blocks 600.
The cooling system is liquid, circulating with cooling of water and oil for diesel engines of the 7D12 type, it is carried out in water-water and water-oil coolers. Diesel engines of type 7D12 (except for P7D6AF-S2) are equipped with an outboard water pump.
Lubrication system - circulating, under pressure with a "dry" sump, with an electric pump for pre-start pumping of the system.
Diesel engines are started by an electric starter or compressed air. To charge the batteries, diesel engines are equipped with an alternator with a built-in rectifier, voltage regulator and radio interference suppression device.
For special ships, diesel engines without low-voltage electrical equipment are also produced, having only a compressed air start system (7D6-150AF-2 and 7D12A-2).
Diesel engines of the 7D12 type can be equipped with an additional power take-off (up to 30 hp).
Diesel engines 7D12 can be equipped with a mechanism for remote speed adjustment in the range of 1300 - 1500 rpm with the introduction of diesel generators into parallel operation. The speed change rate is 15 rpm per second. The mechanism is driven by an AC motor with a voltage of 220/127 V.
Auxiliary marine diesel engine 7D12 (aluminum version) and 7D12-Ch (cast iron version) for driving 200 kW generators in non-automated marine diesel generators DGR-200/1500 (U30), DGF-200/1500M (U30M) and for replacing exhausted previously produced diesel generators DG-200/1 (U08).
All diesel engines meet the requirements of the Rules of the Russian Maritime Register
Specifications 7D12
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Name |
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Rated (continuous) power, h.p. |
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Maximum (within 2 hours) power, hp |
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Rotational speed corresponding to the rated (full) power, rpm |
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Specific fuel consumption, g/l.s.h. |
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Specific oil consumption for waste, g/hp.h |
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Weight, kg |
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Overall dimensions, mm: |
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Service life up to the 1st overhaul (warranty operating time), h |
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Assigned resource before overhaul, h |
spbdiesel.ru
Electric motor D-12
Metallurgical and crane engines? series D are designed to work in electric drives of hoisting machines, including metallurgical units. Motors of this type are characterized by a high ratio of starting and maximum torques, a wide range of speed control, as well as a long service life and high reliability. For mechanisms with a large number of inclusions (up to 2000 per hour), in order to increase the dynamic performance of the drive and reduce energy consumption, it is recommended to use low-speed motors with a relatively low speed - for mechanisms with a number of inclusions up to 300 per hour, high-speed motors are provided.
Characteristics:
climatic version - U, UHL, T group of mechanical influences - M3 permissible vibration level - 2.8 m/s - for engines of type D12 - D32 - 4.5 m/s - for D41 - D806 (3.5 to a separate order, including for export) placement category - 1 or 2 (for export and by separate order) permissible noise level - according to class 1 or 2, motors D806 and D808 meet the requirements of the international standard - Publication IEC34-13 (IEC34-13) electrical safety class - 01, GOST 12.2.007-75 degree of protection IP23, IP44, IP54 motor insulation class - N, GOST 8865-93 degree of protection of the terminal box (if any) - IP56 cooling method - with independent ventilation IC16, IC17 (GOST 20459-87) or with natural ventilation IC30 (GOST 20459-87) The current value of closed-type motors with natural cooling in short-term operation for 30 min is ~120% of the short-term current for 60 min. The value of the current of motors of closed design with independent ventilation in intermittent mode is: - at duty cycle=60% - about 125% - at duty cycle=40% - about 150% of the continuous duty current duty cycle=100%. The parallel windings of mixed and parallel excited motors are designed for continuous operation and may not be switched off when the motor is stopped. At a voltage of 220V, it is allowed to connect two identical motors in series and turn them on for voltages up to 660V without grounding the midpoint. It is allowed to power the motors from adjustable static rectifiers connected according to the six-arm bridge scheme without the use of smoothing chokes. Current ripple up to 12 - 15% has practically no effect on switching and heating of motors. It is allowed to use the winding of parallel (independent) excitation in S1 mode when switched on at full or reduced voltage for motors during periods of long stop. This allows to maintain a high level of insulation resistance in high humidity conditions, and prevents icing of the collector in cold climates.
Speed control:
Regulation of the engine speed is carried out by weakening the magnetic flux or increasing the armature voltage. An increase in the rated speed is allowed: - by reducing the current in the parallel excitation winding for motors with parallel excitation with a stabilizing winding - by 2 times - for a low-speed version with parallel excitation with a stabilizing winding - by 2.5 times. With the indicated increases in rotational speed, the maximum torque is allowed: - 80% of the nominal - at a voltage of 220V - 64% of the nominal - at a voltage of 440V - an increase in the applied voltage for motors with parallel excitation and parallel excitation with a stabilizing winding for a voltage of 220V - in 2 times. The maximum torque at such frequencies and full excitation is allowed no more than 150% of the nominal. - with parallel excitation and with parallel excitation with a stabilizing winding by reducing the excitation current and increasing the voltage - 2 times - with series and mixed excitation both due to the weakening of the magnetic flux and increasing the voltage - 2 times. 220V motors allow operation at a 2-fold increase in the rated speed by increasing the voltage or weakening the magnetic flux only in the following nominal modes: - short-term 60 min - for a closed version - continuous duty cycle = 100% - for a protected version with independent ventilation. Other engine operating modes are determined by agreement with the Supplier.
Design features:
The winding terminals are located on the frame on the left side, when viewed from the collector side. At the request of the Customer - on the right side. It is possible to install a protective cover over the terminals. At the request of the Customer, engines can be manufactured:
- with built-in tachogenerator
- with terminal box
- with half-coupling for extension of tachogenerator type TP
The motors are structurally universal in terms of the cooling method, while the inlet and outlet ventilation windows are closed with covers at the delivery stage. When operating engines with independent ventilation, the covers on the air inlet and outlet windows are removed, the air outlet windows remain protected by metal meshes, and the cooling air must enter through the upper or lower hatch from the collector side. The motors are manufactured with two shaft ends, each of which can be used as a drive. The end of the shaft on the collector side is supplied with a protective metal cap. At the request of the Customer, the motor can be manufactured with one free shaft end located on the side opposite to the manifold. The connection of motors with drive mechanisms is carried out by couplings or gears.
Specifications
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Classification: |
Main marine diesels |
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Product brand: |
3D12A, 3D12, 3D12AA, 3D12A-1, 3D12-1, 3D12-1A, 3D12A-1A |
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TU24.06.5602-73 |
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Power, number of revolutions |
3D12A, 3D12, 3D12AA - 300hp,1500rpm |
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Application of reservation when ordering |
Powered by a propeller. 3D12A, 3D12A-1, 3D12AA, 3D12A-1A - aluminium. crankcase performance. 3D12, 3D12-1, 3D12-1A - cast iron. crankcase performance. 3D12AA, 3D12A-1A, 3D12-1A - with alarm and protection. 3D12Br - without RRP, cast iron. execution. The right or left rotation is stipulated, with RRP or without RRP. RRP for forward 1:2.04 or 1:2.95, for reverse 1:2.18 for all versions. With PTO or without PTO. Certificate of the River or Sea Register. |
Specifications
Diesel engines of the 3D12, 3D12A type are designed for installation on ships for various purposes as the main marine diesel engines operating on the propeller.
These diesel engines are high-speed, four-stroke with direct fuel injection. Type 3D12A and type 3KD12N - twelve cylinders with a V-shaped arrangement of cylinders and a collapse of blocks 60 0. Diesel engines of the 3D12A type are manufactured with an aluminum crankcase. The rest are only with a cast-iron crankcase.
The cooling system is liquid, circulating, double-circuit, with separately located water-to-water and water-to-oil coolers and thermostats. An outboard water pump is installed on diesel engines to pump water through the external circuit of the cooling system.
Lubrication system - circulating, under pressure with a "dry" sump, with an electric pump for pre-start pumping of the system.
The diesels are equipped with a reverse gear, consisting of a gearbox and a hydraulically controlled multi-plate clutch designed to connect and disconnect the propeller from the crankshaft, as well as change the direction of rotation of the ship's propeller. Several models of each diesel engine are produced, differing in the direction of rotation of the output shaft of the reverse gear: right (clockwise) and left (counterclockwise), looking from the side of the reverse gear, as well as reduction to forward and reverse.
By order of consumers, to replace exhausted 3D12 and 3D12L diesel engines, they can be supplied without a reverse gear:
-3D12ABr - 310 hp at 1500 rpm left hand rotation c/c with cast iron crankcase for operation with reverse gear type Sb.1225-00-5 or Sb.525-01-13;
-3D12ALBr - 310 hp at 1500 rpm right-hand rotation a/c with a cast-iron crankcase for operation with a reverse gear type Sb.1225-00-5 or Sb.525-01-13;
It should be borne in mind that the reverse gear changes the direction of rotation of the output shaft (propeller) to the opposite.
Diesel engines can be equipped with an additional power take-off up to 30 hp. (PTO).
Diesel engines are started by an electric starter or compressed air. To charge the batteries, diesel engines are equipped with an alternator with a built-in rectifier, voltage regulator and radio interference suppression device.
Diesel engines can be controlled and controlled from the control panel directly on the diesel engine or from the control panel located in the ship's wheelhouse.
At the request of consumers for special vessels, diesel engines of the 3D12A, 3D12-1 and 3D12A-1 types can be supplied complete with the FK6501 system (diesel functional control device), which, with the mechanisms, devices and relays (sensors) installed on them, provides emergency warning and protection according to controlled parameters (overheating of the coolant and oil, oil pressure drop and “runaway”). These diesels have brands: 3D12AA, 3D12ALA, 3D12A-1A, 3D12AL-1A, 3D12-1A, 3D12L-1A.
Diesel engines meet the requirements of the Rules of the Russian Maritime Register of Shipping and the Russian River Register.
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Power, hp: - full (overload, not limited by the time of continuous operation) on the output flange of the reverse gear |
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Duration of switching of the reversing clutch, no more than, s |
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Sea water pump suction height (NZV), m |
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Assigned resource before overhaul, h |
Direction of rotation (right or left); suction lift NZV (for 3KD12N-520); 3D6S2 and 3D12 type diesel engines with or without a reverse gear, with or without the APSiZ system, the presence of a PTO, as well as a Certificate of the Marine or River Register, is negotiated when placing an order (agreement).
Contents of delivery:
1.
A set of accessories (batteries with connecting wires, water and oil coolers, thermostats) is specified when ordering;
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Single set of spare parts;
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Tool kit;
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A set of operational documentation.
Features of the Volvo D12S power unit
The engine of this model, used to complete VOLVO FM12 and FH12 trucks, has a volume of 12.1 liters. Depending on the modification, it can have a capacity of 340 (D12C340), 380 (D12C380), 420 (D12C420) or 460 (D12C460) l / s. It has a number of advantages such as:
10 percent more torque than the D12A powertrain it was based on. The number of revolutions of the crankshaft reaches from 1100 to 1700 rpm.
- Optimization of the geometry of the fuel combustion chamber.
- Equipment of the power unit with a preheater.
- Implementation of precise injection thanks to the EMS engine management system.
- Expansion of the zone of maximum torque by optimizing the valve timing.
- Equipped with an integrated brake compression mechanism.
Volvo D12S engine models produced from 1998 to 2005 are equipped with a system that cools the injected air, as well as electronically controlled pump injectors. Structurally, pistons can be made in two versions:
Articulated 2-element. The upper part of the product is made of high-strength steel, and the lower part is made of aluminum.
- Whole. The material for its manufacture is aluminum.
Two types of pistons are oil-cooled. Spraying of oil is made by means of a nozzle. These power units have high power and at the same time they are very economical.
Best offers from AVMEX MOTORS
If your vehicle is in a forced downtime due to a failed engine, you can contact Avmex-Motors. One of our activities is the supply of contract engines from Western Europe, where we purchase components and assemblies at the largest car yards.
Starting from this stage, our specialists carefully check the quality of power units. After the cargo arrives at the company's warehouse, minders at the stands once again carry out incoming control. By contacting us, you are guaranteed to receive an engine that is in excellent condition, with a significant motor resource for an affordable price.
"D-120" is a two-cylinder four-stroke diesel engine with direct injection of diesel fuel and air cooling produced by the Vladimir Motor and Tractor Plant. These power units are known primarily as motors of the SSH-2540 self-propelled chassis (T-16, T-16M), as well as the Vladimirets tractors T-25, T-28, T-30", "KhTZ-2511".
In addition to these tractors, the D-12O engines in Soviet times were widely used on small-sized loaders (PUM-500, PUM-500M, DP-1604), welding units of the ADD type, at power plants (AD-8-T400-1VP , ED-8-T400-1VP), compressor stations "PKSD-1.75", etc. The motors have passed a solid test of time, over many decades, and have proven themselves to be unpretentious and reliable, easy to operate and maintain, quite economical diesel engines.
Previously, power units of modifications "D-12O-44" and "D-12O-45" were produced in Vladimir under the names "D-21" and "D-21A-1". From these. earlier models "D-12O-44" and "-45" are distinguished by a higher crankshaft speed and increased power.
The Vladimir Motor Tractor Plant is practically the same age as the great Victory: its first stage was built in 1944 and put into operation at the end of April 1945. At the same time, the Vladimir Tractor College (now the Polytechnic College) was opened to train specialists. The plant produced compact wheeled tractors, the most famous of which were the Vladimirets tractors -, T-25A, T-28, T-30.
Since the 50s, the production of diesel engines has also been mastered here, work has been carried out to improve their design. In 1962, for the first time in the domestic engineering industry, four-cylinder D-37M diesel engines were launched into mass production here.
During the Soviet era, tractors and diesel engines from Vladimir were exported to more than sixty countries of the world (the share of exports reached 40% of the total). in 1988, the plant produced its four millionth engine and one millionth tractor. The branches of the enterprise were two aggregate plants, a mechanical assembly plant and a plant for special tools and technological equipment, located in the city and the region.
Tractor "Vladimirets T-25".
In the post-perestroika era, the Vladimir Motor Tractor Plant continued, with varying success, to stay afloat until the 2010s. Here, in 1998, they launched the production of an updated "top-top" - a self-propelled chassis (in Soviet times, the "top-top" "T-16" was produced in Kharkov). In 2005, the thousandth such machine was produced. In the late 90s / early 2000s, they launched the production of new tractor models that are distinguished by modern design and improved technical characteristics: VTZ-2000 (VTZ-2O27, VTZ-2O32); "T-45", specially adapted for work in greenhouses; VTZ-2O63AS "Turbo-99" (60 hp); 80-horsepower tractor VTZ-2O8OAS Vityaz-2OOO; forklift "VTZ-3OSSH-PV"; "T-5O" (), "T-85" (class 1.4); communal machine "VTZ-3OSSH-K0". The production of engines did not stand still either: along with air-cooled diesel engines, they developed and introduced into production liquid-cooled engines, as well as economical methane engines. However, all these products, by and large, have not found their buyers in a market economy.
In the fall of 2017, the assets of the Tractor Plants concern, which included VMTZ, were transferred to the state corporation Rostec, which, together with a number of ministries, took up the “improvement” of these enterprises that were in a state of long-term crisis. The last employees of the plant - more than three hundred people were formally employed by transfer to the Cheboksary "Promtractor" and put out of service, receiving from 5 to 7 thousand per month. On July 20, 2018, all of them were fired due to redundancy, and the VMTZ enterprise was liquidated. The Vladimir Motor Tractor Plant has joined the huge list of thousands of large enterprises of the Soviet period that ceased to exist in the 2000s.
Features of the design of the engine "D-120"
The main feature of this motor is, of course, the air cooling system. It greatly simplifies its maintenance and operation. There is no need to install a radiator, expansion tank and other elements that are indispensable for a liquid cooling system.
The engine is compact in size and relatively small, especially for diesel engines, in weight. Also in the design of the D-120 diesel engine, an original balancing mechanism has found its application. It negates the vibration inherent in all two-cylinder engines. The specific fuel consumption is at the level of the best economic indicators for diesel engines, and the optimal layout on the equipment that “got” this engine makes maintenance and repair as convenient and affordable as possible.
Depending on the applicability and features of a particular purpose, D-12O diesel engines were produced in configurations with a nominal crankshaft speed of 2000, 1800 or 1500 rpm. In particular, in addition to the basic tractor configuration, these are:
The D120 diesel engine consists of the following components: a crank mechanism, a balancing mechanism and a gas distribution mechanism, a decompressor, a power supply system, lubrication and cooling, and electrical equipment.
The main part of the motor is the crankcase. In the bores of the crankcase there are two cylinders located vertically in a row, which are sealed with gaskets in the lower part. At the rear end of the crankcase is the flywheel housing, which connects the power unit to the gearbox. At the front end of the engine there is a front sheet with a fuel pump and a timing gear cover installed on it. The lower part of the diesel crankcase is covered with an oil pan.
The crank mechanism creates the rotation of the crankshaft, with the help of a gas distribution system, while converting the movements of the pistons into energy. The engine crankshaft speed controller is centrifugal, all-mode with a fuel supply corrector. When the engine is running, the pressure of the gases converted from the combustion of diesel fuel acts on the pistons. Through the connecting rod, the force is transmitted to the crankshaft, which rotates from these forces. The flywheel reduces the imbalance of the diesel engine and transmits torque through the clutch to the tractor transmission.
In the axial direction, the crankshaft is fixed by half rings, which are installed in the bores of the middle crankcase partition and in the main bearing caps. The pistons are fitted with three compression rings. The oil scraper ring on the piston is one, combined. The combustion chamber is located in the bottom of the piston. The balancing mechanism equalizes the moment from inertial forces during the operation of the diesel engine. This mechanism consists of an additional roller with counterweights and special tides on the front pulley and diesel flywheel.
The roller rotates at the same speed as the crankshaft, but in the opposite direction. The drive is carried out from the timing gear through the intermediate and driven gears. The operation of the gas distribution mechanism must be synchronous with the supply of diesel fuel, and the gears are installed strictly according to the marks on the gears.
A decompressor is needed for easy starting of a diesel engine. In addition, the decompressor is used in emergency situations to stop the motor. The decompressor consists of a rail, two rollers and two levers, which are pivotally connected to the rail. The levers are rigidly connected to the rollers, and their ends enter the pushers of the intake valves. Moving the rack turns the levers with rollers, and the pushers rise, slightly opening the intake valves with the help of rods and rocker arms. In the off state, the pushers do not lift the rollers.
The mixture formation method is an undivided combustion chamber (a chamber in a piston), with direct injection of diesel fuel. The nozzles on the "D-12O" are installed of a closed type, with a multi-jet sprayer. Brand - "16.1112010", pinless. Diesel fuel coarse filter - mesh, with a replaceable filter cartridge. Fine filter - with a replaceable filter paper element. Air cleaner - inertial-oil.
The lubrication system of the D-12O diesel engine is combined: under pressure from the oil pump and spraying, with further cooling, in the oil cooler. The oil pump is gear-driven, driven by the crankshaft of the engine. For lubrication, motor oil "M-10G-2" and "M-10-V2" is used - in the summer, "M-8G2" and "M8-V2" - in the winter.
The cooling system of this engine is air, forced, with a guide vane, which is installed in the inlet of the cooling air flow; with an axial fan driven by a belt drive. Regulation of the thermal state of the diesel engine - forced, seasonal, by turning on / off the oil cooler, as well as using the throttle disc of the fan, which is installed in front of the guide vane. The thermal condition is monitored by a control lamp and there is an oil temperature gauge in the lubrication system.
The fuel pump is installed single-plunger distribution type "5З.11.11.ОО4", or two-plunger, type "2UTNM". The D-120 diesel engine is equipped with an SCH-102V hour meter.
Updated "top-top": self-propelled chassis "VTZ-3OSSH", with the engine "D-120", produced since 1998.
- Operating power: 15.4 kW (21 hp), or 18.4 kW (25 hp), or 22 kW (30 hp), depending on modification.
- Rated speed - 1500 ... 1800 ... 2000 rpm, respectively.
- Specific fuel consumption at rated power - 241 g/kWh (177 g/l.s.h.).
- Maximum torque - 103 N.m (10.5 kgf.m), or 104 N.m (10.6 kgf.m), or 113.4 N.m (11.55 kgf.m), depending on modifications.
- The nominal torque factor is 15 (-3, +10).
- The order of operation of the cylinders is 1-2-0-0.
- Cylinder diameter - 105 mm.
- The piston stroke is 120 mm.
- The working volume of the cylinder is 2.08 liters.
- The compression ratio is 16.5.
- Estimated valve timing: start of intake - 16 degrees before TDC; inlet end - 40 degrees after BDC; start of release - 40 degrees after BDC; end of release - 16 degrees after TDC.
- The relative oil consumption for waste is 0.3-0.5% of the diesel fuel consumption.
- Overall dimensions: length - 689 mm, width - 628 mm, height - 865 mm.
- Engine weight (unfilled, as delivered) - from 272 to 295 kg, depending on the configuration.
On the secondary market there are a number of offers for the sale of both unused and used, or restored after overhaul diesel engines "D-120". The price for them varies from 60,000 to 130,000 rubles.
