YaAZ-M204 and YaAZ-M206. ENGINE ADJUSTMENT PROCEDURE
1. Adjust the installation of the pump injector plungers in height (injection start moment). In this case, the crankshaft must be turned by the bolt of the front end with a key with a 32 mm opening.
With the exhaust valves of each cylinder fully open, a caliber 37.7 mm high (Fig. 89), abutting against the unit injector body, should touch the lower end of the pusher head of the unit injector plunger (Fig. 90); in this case, the caliber leg must enter the hole on the unit injector housing.
You need to adjust by screwing in or out of the pump-injector rocker arm. When screwing the rod into the fork, you
the honeycomb of the plunger installation increases, when turning out, it decreases.
When adjusting, it is necessary to unscrew the lock nut of the rod with a wrench with a 14 mm opening and screw in or unscrew the rod by the square end, using a wrench with an 8 mm opening. When the gauge is correctly installed, tighten the lock nut, and then re-check the position of the end face of the pusher plate of the unit injector. In the same way, you need to adjust all the pump injectors of the engine.
2. Adjust the gap between the ends of the valves and the rocker arms.
Rice. 89. Caliber for checking the installation of plungers of unit injectors in height
Rice. 90. Setting the position of the pump-injector plunger in height:
1 - pump-injector rocker; 2- caliber; 3 - pump plunger pusher; 4- caliber head; 5 - caliber leg; 6 - key
Rice. 91. Setting the gap between the valve and the toe of the rocker arm:
1 - a key with a pharynx of 8 mm; 2-lock nut of the rocker arm; 3 - rocker bar; 4 - lamellar probe
The gap should be checked with a feeler gauge at a coolant temperature of about 70 ° C and with the piston position at
V. m. t., i.e. when the plunger of the unit injector drops by about 6 mm. The 0.25 mm probe should pass easily, the 0.3 mm probe with light force (Fig. 91). The gap must be adjusted by screwing the rods into the rocker forks or by turning them out. For adjustment, use wrenches with a mouth of 8 and 14 mm.
After adjusting the gap by turning the rod, carefully tighten the lock nut and check the gap again.
3. Adjust the connections of the rails of the unit injectors with the regulator.
When the regulator rod is extended to the maximum, all the rails of the unit injectors must be pushed into the units of the unit injectors.
After replacing the pump injector, adjust in the following sequence:
1. Loosen the buffer screw so that it protrudes 16 mm from the regulator housing.
2. Loosen by 3-4 turns all the adjusting screws that fix the position of the control lever for the pump-injector rails.
3. Check whether all rails of the unit injectors move freely; movement must be free along the entire length of the stroke under light hand pressure.
4. While holding the control lever in the position corresponding to full feed (Fig. 92), smoothly screw the internal adjusting screw 1 (Fig. 93) into the control lever of the pump-injector rack of the first cylinder until a sharp increase is felt efforts.
5. Screw in the outer adjusting screw of the control lever of the rail of the unit injector of the first cylinder until it stops.
6. Check the correct installation of the control lever of the unit injector of the first cylinder by setting the regulator control lever to the position corresponding to idling and moving it to the position at which full delivery occurs. When approaching the position corresponding to the maximum flow, there should be no significant increase movement resistance. Even with a slight increase in resistance (this pushes the spring sleeve out of the regulator body, which can be detected by removing the spring cap), you need to slightly unscrew the internal adjusting screw 1 and re-tighten the external one until it stops. When setting the fuel supply control lever to the position corresponding to full supply, make sure that the unit injector rail extends out of the housing by no more than 0.5 mm, when pressing the lever of the unit injector rail shaft in the direction of decreasing supply; if this rail extends more than 0.5 mm, slightly unscrew the outer screw 2 and screw in the inner screw 1 as far as it will go.
7. Disconnect the regulator rod from the lever of the roller of the rails of the unit injectors by removing the cotter pin 4 and pin 5.
8. While pressing the roller lever by hand in the direction corresponding to the position at which the rail is retracted, screw
internal adjusting screw 1 into the rail control lever of the pump-injector of the next cylinder, until there is an increase in the force on the screwdriver or movement of the roller control lever. After that, tighten the outer adjusting screw 2 until it stops.
9. Alternately install the levers for controlling the rails of the unit injectors of all subsequent cylinders, as indicated above.
10. Connect the regulator rod to the lever of the roller of the rails of the unit injectors, insert it into the hole of the pin and cotter it.
11. Again check the correct connection of the rails of the unit injectors with the regulator, as indicated in paragraph 6.
When replacing the entire set of unit injectors, the connection of the unit injector rails with the regulator is fully adjusted, as indicated above.
If only a part of the unit injectors are replaced, it is not necessary to adjust the connection of all unit injectors.
In this case, the newly installed unit injectors are adjusted in accordance with the unit injectors that were not removed from the engine.
Two stroke diesels YaMZ
Yaroslavsky engine plant for a long time, until 1966, it produced two-stroke in-line four- and six-cylinder diesel engines of the YaAZ-204 and Ya A3-206 models, which are a family of engines with a large number of common unified parts and assemblies. The two-stroke modernized four-cylinder diesel YaAZ-M204 was used on MAZ-200 and MAZ-205 vehicles, and the six-cylinder diesel YaAZ-M206- on KrAZ-219 and KrAZ-214 vehicles. The YaAZ-M204 diesel engine develops a power of 110 hp. e., and YaAZ-M206 - power 165 liters. With. The rest of their indicators are the same: the cylinder diameter is 108 mm, the piston stroke is 127 mm, the compression ratio is 16, the number of revolutions at the indicated power is 2000 per minute, the minimum specific fuel consumption is 205 g / (hp h).
Below is a description of the design of the YaAZ-M204 diesel engine.
The diesel cylinder block is cast together with the crankcase from special cast iron. To increase rigidity in the block and crankcase, baffles and reinforced ribs are made. A water jacket is formed around the cylinders in the casting of the block, in the outer walls of which there are holes closed with plugs. Through these holes it is possible to clean the cavities of the water jacket.
On both sides of the block there are air chambers that communicate with purge windows in the middle of the cylinders. WITH right side in the lower part, the air chamber is connected to the atmosphere through the holes in the block and the fittings with drain pipes screwed into them. Water, oil and fuel accumulated in it are pushed out through these tubes from the air chamber.
On the right side of the block there is a hatch to which the air blower is attached, and on the left side there are four inspection hatches closed with covers. Inspection hatches provide access to the air chamber and serve to inspect the pistons and rings through purge windows. To the lower plane of the crankcase, located significantly below the axis crankshaft, a cast iron or stamped steel pallet is attached.
Dry replaceable liners made of special cast iron and hardened are installed in the cylinders of the block. Sleeves have a sliding fit with a gap of 0.00-0.05 mm. On the upper part of the sleeve there is a shoulder, which enters the bore of the block and is clamped from above by the head.
Rice. 1. Two-stroke diesel YaAZ-M204 of the MAZ-200 car
In the middle part of the sleeve in one row at some angle to the radius of the cylinder there are purge windows, which communicate with the air chamber of the block through channels in the casting of the block.
End steel plates are attached to the front and rear planes of the block with the help of bolts and dowel pins. Attached to the front plate are a cover-bracket and a counterweight cover for the camshaft and balance shaft, and a flywheel housing with a timing gear cover, an emphasis on the flywheel housing and a supercharger drive bracket are attached to the rear plate.
On top of the block is a cylinder head cast from special cast iron. The head contains the valve mechanism and pump-injectors of the power system. The water jacket of the head communicates with the water jacket of the block. The head is attached to the block with ten chromium-nickel steel studs. Between the head and the block there is a gasket sealing the cylinders, consisting of a set of tinned steel plates. A cork gasket is installed along the outer contour of the head, eliminating oil leakage. On the upper part of the head, a stamped cover is fixed on a cork gasket, which closes the mechanisms located on the head.
Rice. 2. Body parts of the YaAZ-M204 diesel engine
The pistons are made of special malleable cast iron, the piston skirt is tin plated. The concave piston crown forms the combustion chamber. WITH inside the piston head has ribs that increase its strength and contribute to better heat dissipation from the head. Bronze bushings are pressed into the piston bosses. The clearance between the piston skirt and the cylinder is 0.175-0.200 mm.
Rice. 3. Details of the crank and gas distribution mechanisms of the YaAZ-M204 diesel engine
Six rings made of special cast iron are installed on the piston in annular grooves. Four rectangular compression rings are located at the top.
The first compression ring from the top is made of special high-strength cast iron. The outer surface of the ring is covered with a layer of porous chromium, on top of which a thin layer of lead alloy is applied to improve running-in. The remaining three rings are made of alloyed gray cast iron; grooves are made on their outer surface, covered with a thin layer of tin, which improves the running-in of the rings.
Two oil scraper rings are installed at the bottom of the piston skirt. Each oil scraper ring consists of three parts: two cast iron rings with a recess in the lower part and a flat expander spring made of corrugated steel tape, superimposed on the inner surface of the cast iron rings to increase their elasticity. Oil scraper rings are installed with a sharp edge down.
The gap in the lock of the rings should be equal to 0.45-0.70 mm for compression rings, and 0.25-0.60 mm for oil scraper rings.
At the bottom of the piston skirt under the grooves oil scraper rings there are annular grooves with radial holes in the wall of the skirt, which serve to drain the oil removed by the rings from the cylinder walls. Through these holes, at the moment they coincide with the purge windows of the sleeves, ventilating air enters the crankcase.
The floating piston pin is made of chromium-nickel steel and carburized. The finger is fastened in the bosses with ax rings. Steel plugs are installed on both sides of the pin in the piston to eliminate oil splashing from the gaps of the bosses onto the cylinder walls and into the blow-out windows.
The connecting rod is made of chromium steel and is hardened and tempered. The connecting rod shaft has a lubrication channel with a calibrated plug in the lower part, which serves to pass oil to the upper head, into which two bronze bushings are pressed. A nozzle with four holes is pressed into the head from above, through which oil is supplied to the piston bottom to cool it.
Steel liners filled with lead bronze are installed in the lower split head of the connecting rod. The cap is attached to the connecting rod with two chromium-nickel steel bolts. Serial numbers are stamped on the connecting rod and the cover, which should be placed in the direction of the supercharger during assembly.
The five-bearing crankshaft 6 is made of manganese steel; shaft necks are surface hardened. h. Counterweights are installed on the cheeks of the first and fourth cranks. Channels are made in the shaft for the passage of lubricant from the main journals to the connecting rods.
The main bearings of the shaft are equipped with steel liners filled with lead bronze. Bearing caps are made of chromium-nickel cast iron and have a large height for increased rigidity. Each cover fits into a socket in the base and is attached to the base with two studs. The covers are stamped with serial numbers facing the supercharger. Rear bearing is an adjusting one and is equipped on the sides with two detachable bronze thrust rings. The lower half of each ring is fixed to the bearing cap with two pins.
On engines of later releases for connecting rod and main bearings, steel-aluminum liners are used, made from a bimetallic strip consisting of a steel base and a layer of anti-friction aluminum lead-free alloy ACM.
At the rear end of the shaft, a timing gear with an oil deflector is fixed, which engages with the gear. A flywheel is attached to the end of the shaft with six bolts. At the front end of the shaft, a pump drive sprocket, an oil deflector, a spacer sleeve and a fan and generator drive pulley are fixed. The sealing of the shaft ends is provided in the rear part by an oil seal installed in the undercut of the flywheel housing, and in the front part - by an oil seal located in the engine front cover bracket.
The exhaust valve head is made of heat-resistant steel and the stem is made of chromium-nickel. Both parts are welded. Valves are installed two for each cylinder in guide bushings in the block head. The spring on the valve is fixed with a support washer with conical crackers. Valve seat inserts made of heat-resistant cast iron are pressed into the cylinder head. Between the valves in the head above each cylinder, a pump-injector is installed in a copper glass. Above the valves and the pump-injector there are rocker arms mounted in bronze bushings on the axles. The axles are fixed in brackets, which
bolted to the cylinder head. A separate section is placed on each cylinder, consisting of three rocker arms with an axle.
The pump-injector rocker arm is equipped with a spherical tip with a thrust bearing pressed into it, with which the rocker arm presses the pump-injector pusher during operation.
A fork is pivotally connected to each rocker by means of a finger on a bronze bushing. The fork is screwed onto the upper end of the rod 2-8, which abuts the lower spherical head against the pusher socket. By rotating the rod, the gap between the toe of the rocker arm and the valve stem is adjusted. In the adjusted position, the rod is locked with a lock nut. For a warm engine, the gap should be 0.25-0.30 mm.
Rice. 3. Scheme for balancing the moments of forces of pnercin diesel YaAZ-M204
Roller-type tappets are located obliquely in the guide channels of the cylinder head. The rollers are mounted on the axes of the pusher cups on needle bearings. Each pusher is pressed against the cam camshaft spring. The spring is fixed in the head in a compressed state from above with the help of a thrust washer and a retaining ring, and at the bottom it rests against a washer fixed at the lower end of the rod. The pushers are kept from turning by a special bracket attached at the bottom of the head.
Camshaft made of special steel and drilled inside. Cams and shaft necks are carburized. The shaft is mounted in the upper part of the engine block on the right side on five bearings. Between each pair of supports there are three cams: two extreme ones for driving the exhaust valves and a middle one for driving the unit injector.
The extreme bearings of the camshaft are steel bushings, their flanges are bolted to the block. Each bearing has two steel bushings with a lead bronze fill. The forward bearing adjusting; it has bronze thrust washers on both sides. The axial clearance in the thrust bearing is 0.18-0.32 mm.
Rice. Fig. 4. Longitudinal section of a two-stroke diesel engine YaAZ-M206
The camshaft rotates at the same speed as the crankshaft.
The timing gears are closed with a cast-iron cover cast together with the flywheel housing 4. The front counterweights of the shafts are closed with a separate cast-iron cover 29. A drive for the crankshaft speed indicator (tachometer) located on the instrument panel in the cab is attached to the rear end of the camshaft.
Counterweights on the distribution and balance shafts are used to balance the moments of inertia forces that arise in the connecting rod and crank mechanism during its operation.
With uneven movement of the pistons, inertial forces arise, reaching their maximum value at the moment when the piston passes through the dead points. With a given arrangement of the engine crankshaft cranks at the extreme pistons (first and fourth), the inertial forces P have the opposite direction and, acting on the shoulder A, equal to the distance between the axes of the extreme cylinders, create a moment that tends to turn the entire engine in the plane of action of the moment in a clockwise direction . When moving the piston of the first cylinder in n. m. t., and the fourth - in c. m.t. the direction of the forces of inertia and moment is reversed. As a result, engine vibration occurs.
When rotating the front and rear counterweights of the camshaft and balance shaft, centrifugal forces. These forces, adding up on each pair of counterweights, give two forces F, creating a moment on the shoulder B, equal to the distance between the front and rear counterweights. This moment always has the opposite direction relative to the moment created by the inertia forces of the pistons, and is equal to it in magnitude, as a result of which the engine is balanced.
The engine is suspended from the frame of the car on three supports with rubber cushions.
Ahead, a bracket cast on the cover of the counterweights rests through two rubber pads on a special beam fixed to the vehicle frame. At the rear, the brackets, bolted to the flywheel housing, rest on the frame brackets (each through two rubber bushings.
The YaAZ-M206 diesel engine is similar in design to the YaAZ-M204 engine, has a number of identical dimensions and interchangeable components and parts, and differs only in parts, the dimensions of which are increased due to the increase in the number of cylinders. These parts include cylinder block with head and sump, crankshaft, camshaft and balance shaft, flywheel, cover valve mechanism and etc.
The seven-bearing crankshaft has six cranks located at an angle of 60 °. Counterweights are bolted to cheeks of the first and sixth cranks. A damper is installed at the front end of the shaft torsional vibrations attached to the fan drive pulley. The absorber consists of two heavy discs attached to the body on thick rubber gaskets. The damper housing is bolted to the fan drive pulley. The damper disc has a specific mass, different from the oscillating mass of the crankshaft. When torsional vibrations occur, especially significant at the front end of the shaft, the disk connected to the shaft by an elastic connection oscillates with a different period, shifting relative to the shaft, and the shaft vibrations are damped due to the presence of friction in the deformable rubber.
Rice. 5. Counterweight with vibration damper of the YaAZ-M206 diesel camshaft
The balancing of the moments of inertia forces in YaAZ-M206 engines is carried out in the same way as in YaAZ-M204 engines. To reduce torsional vibrations of the distribution and balancing shafts, which are of considerable length, their front counterweights are made composite and equipped with vibration dampers.
Each counterweight is a base, which is fixed with a hub at the end of the shaft. A counterweight balance bar is pivotally mounted on the annular neck of the hub on the bushing. The balancer has a figured window, on the platforms of which two packages of leaf springs rest, between the packages of springs there is a cam, fixed on the base with a bolt with a washer connecting all the parts of the counterweight. When the shaft oscillates, the balancer also begins to oscillate on the hub, shifting relative to the base of the counterweight. In this case, the springs, resting with the middle part against the cam, bend and, due to the presence of friction between the sheets of the springs, the vibrations of the shaft are damped.
TO category: - Design and operation of the engine
Yaroslavl Motor Plant produces YaMZ engines for different types technology. They are equipped with trucks, buses, many types of tractors and other agricultural machinery. YaMZ engines are also used to operate diesel power plants.
Due to high performance characteristics and a wide field of application, diesel engines of the Yaroslavl Plant are in great demand.
1 Features of the model range of YaMZ engines
The engines are produced in V-shaped (V6, V8, V12), as well as in-line L-shaped (L-4, L-6) versions. Today there are 12 families of diesel engines and more than 250 of their modifications.
The volume of a diesel engine ranges from 11-26 liters. Power is 150-800 hp. The process of assembling motors is carried out at one enterprise, due to which quality control is carried out at each stage. Let's take a look at some of the more popular types. YaMZ engines.
1.2 YaMZ-780
YaMZ-780 - in-line six-cylinder engine new development. It was presented at the international forum "Army-2016". Designed for installation on armored platforms "Boomerang" and "Kurganets-25".
The engine capacity is slightly more than 12 liters. Power - from 400 to 700 liters. With. (in the future - up to 1000). The range of tracked platforms on which this type of engine can be used is very wide. In the future, YaMZ-780 can shut down the production of all V-shaped motors, which until now had no alternative in terms of power.
1.3 YaMZ-642
YaMZ-642 - six-cylinder engine. Its specifications:
- power - 155 hp;
- cylinder diameter and piston stroke - 120 × 120 mm;
- compression ratio - 17;
- volume - 8.14 liters;
- rated power - 117kW (160hp);
- rated speed - 2600 rpm.
1.4 YaMZ-850
The YaMZ-850 engine is used for BelAZ dump trucks, KZKT, MZKT tractors, ChZPT tractors, Vityaz IZTM transporters.
Specifications:
- number of cylinders - 12;
- placement of cylinders - V-shaped;
- cylinder diameter and piston stroke - 140 × 140;
- volume - 25.86;
- compression ratio - 15.2;
- rated power - 426kW (580hp).
1.5 Ural Regional Center YaMZ
URC YaMZ LLC — official dealer OAO Avtodizel (YaMZ, GAZ Group), OAO SHAAZ with headquarters in Miass, Chelyabinsk Region. URC YaMZ is a system of interconnected companies, the purpose of which is the maintenance of trucks. The group of companies is engaged in the production, sale, repairs of YaMZ engines, their service and warranty service.
URC YaMZ sells motors, as well as spare parts for them for trucks Ural, Kamaz, Kraz, Belaz, Maz, Zil, buses, as well as loaders, graders.
The company's branches are located in the cities of Novy Urengoy, Zlatoust, Chelyabinsk, Yekaterinburg, Kurgan. Qualified employees of URC YaMZ, as well as the availability of a wide range of spare parts, will ensure the smooth operation of your automotive equipment.
Advantages:
- low prices;
- high quality;
- official warranty and service;
- a wide range of spare parts;
- Fast shipping;
- providing favorable conditions regular customers.
2 Spare parts (device) for YaMZ engines for trucks
In view of great demand for spare parts for engines manufactured by the Yaroslavl Metallurgical Plant, we will consider some of them.
2.1 YaMZ water pump
The YaMZ centrifugal type water pump (pump) is used to cool the YaMZ - 236 and 238 engines. It is attached to the front wall of the cylinder block. The rotation of the YaMZ pump is carried out from the diesel crankshaft through a V-belt and a detachable pulley. Pump weight - 7.6 kg.
2.2 YaMZ oil pump
Gear-type oil pumps are equipped with engines of the same models. Such a pump has two sections - forcing and radiator. Each section consists of two spur gears. Oil pump attached to the front main bearing. The function of the pressure section is to supply oil to the engine lubrication system. The radiator section pushes oil through the radiator.
2.3 YaMZ clutch
YaMZ-238 clutch - double-disk, friction, dry, diaphragm pull-out type. Installed on the following models trucks: MAZ-64229, MAZ-5516, MAZ-6303, Kraz-6510, Kraz-255, Kraz-65101. The diameter of the driven clutch discs is 400 mm. The clutch release is equipped with angular contact bearing, moves towards the engine when switched off.
The main characteristics of the YaMZ-238 clutch:
- maximum engine torque - 920 Nm;
- mass of rotating parts - 70 kg;
- the moment of inertia of the driven disk - 0.09 × 2 kg / sq.m.;
- the dimensions of the slot of the driven disk are 42 × 34x6 mm.
The YaMZ-238 clutch has the same characteristics. It differs only in the number of pressure springs.
2.4 Fan drive
The fan drive is used for air cooling automobile engine. Yaroslavl Motor Plant produces fan drives for all motor modifications YaMZ - 236 and. Each model has its own characteristics. For example, model 236NE-1308011-A2 has the following characteristics: the fan drive is non-switchable, without an elastic coupling, it has a short shaft, the pulley for the generator belt is 150.
2.5 9-speed gearbox YaMZ - 239
The design of the checkpoint 239 YaMZ provides for:
- installation electronic sensor speedometer;
- blocking the start of the starter with the gear engaged;
- use of a creeper;
- application of electropneumatic control;
- installation of a pneumatic booster for gear shifting;
- additional power take-off up to 100 hp
Box gear YaMZ — 239
The gearbox is equipped with a heat exchanger, which is used to cool the oil in hot weather and to heat the oil in cold weather. Also, the YaMZ-239 checkpoints can have sealed clutch housings.
2.6 Adjustment of YaMZ valves
Adjusting the valves of YaMZ motors is very relevant due to the wide distribution of this type of product. Adjustment allows you to determine the optimal thermal gap. Value thermal gap should be the same for intake and exhaust valves. Often this value is 0.25 - 0.3 mm. In order to set such a small distance, use the probe on a cold motor.
First, remove the BC from the heads top covers. At the same time, the degree of tightening of the fastenings of the axis of the rocker arms should be within 12-15 kgm, which is very important. Then start turning the crankshaft clockwise until the intake valve of the first cylinder is closed. Then turn the crankshaft another third of a turn. This will close the valves.
After carrying out all these actions, check the resulting gap between the rocker arm and the valve toe with a feeler gauge. If necessary, adjust the gap. To do this, loosen the locknut on the adjusting screw. Insert the feeler gauge into the gap and bring the latter to the desired size by turning adjusting bolt with a screwdriver. Tighten the locknut and measure the clearance again.
The sequence of valve adjustment in the YaMZ motor: first 1.5.4.2, then 6.3.7.8. After completing the procedure, you should pay attention to the condition of the cover gaskets on the cylinders. If necessary, they must be replaced. Finally, check the entire motor. This completes the adjustment of the YaMZ valves for fuel.
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 the crankshaft and connecting rod were obtained from the USA. 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 of the 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 the design of trucks YaAZ-200 And YaAZ-210 with YaAZ-204 and YaAZ-206 engines, the circuit diagram of the clutch of the American company Life was taken as the base. 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 YaAZ-204, YaAZ-210 gearboxes are a 5-speed transmission, all gears of which are in constant mesh, except for the first gear and reverse gear. 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 of the YaAZ-204 type in various modifications were produced for all types of two-axle and three-axle vehicles of 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 automobile diesel engines" 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 sleeves cylinders, 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 oil system with a dry sump was developed for it, 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 all kinds of installations: mobile power plants, 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 "M" marking appeared, engine power increased by 15%, and specific fuel consumption was reduced by 10%, to 185 grams per horsepower per hour.
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.
The family of 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 on the improvement of diesel engines with the participation of consumers, at which it was 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 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 according to the general layout, the cylinder-piston group, and other main units, Yaroslavl remained.
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 an aluminum alloy body, separate closed-type injectors, 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 ensured reliable and durable operation of the 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.
