Diesel engine in 12 5. Motor from the tank. Life in peacetime

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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 in stationary conditions of electric generators of alternating or direct current. 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 mechanism remote control.

Diesel D12A is installed on heavy vehicles and MAZ-525 dump trucks. Diesel has water system closed-type cooling. 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 intended for power units 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, the ships installed on the ship are set in motion. electrical generators.

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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, snowplows, 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, hp 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 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 pulley for fan drive 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 200 kW automated boilers according to 0, 1, 2 degrees of GOST 13822-82 and having a system preheating or electric heating. - Diesel engines of the 1D12V-300 series are high-speed, four-stroke, compressorless, with direct fuel injection, twelve-cylinders with a V-shaped arrangement of cylinders and a camber 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. For charging batteries, diesel is equipped charging generator alternating current 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 MAZ-537 multi-axle tractors and its modifications, KZKT-7428, KZKT-74281.- D12A-525A is used in the composition for 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 well during operation, confirmed their high reliability in extreme situations. - Diesel engines D12A-525, D12A-525A are high-speed, four-stroke engines 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 completing 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 100 kW power with manual control (“0” degree of automation).- 1D6BGS2-02 for diesel generators DG-100-T/400A (U94A) with a power of 100 kW, used in railway cranes (it has only an electric starter). - Diesel engines of the 1D6B series are high-speed, four-stroke, compressorless, with direct fuel injection, six-cylinder in-line. - 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" sump, 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. automatic control and for adjusting the speed during 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.

Technical features 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 designed engine, which received the initial designation BD (high-speed diesel), was similar to aviation carbureted engines M5 and M17T, mounted on light wheeled-tracked BT 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, 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 dimensions compared to basic model not changed.

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 number 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 in 1944 diesel 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. cams camshafts acted on plates of 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. Flared in the outlet holes of the connecting rod journals copper tubes, going 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 and three lower oil throwers. Piston pins - steel, hollow, floating type, kept from axial movement by duralumin plugs.

Connecting rod mechanism consisted of 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. Connecting rod bearings were steel thin-walled, 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.

The lubrication system is pressure circulating with a dry sump, consisting of a three-section gear pump, oil filter, two oil tanks, manual priming pump, surge tank and piping. 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 the V-2 engines shows that they differed from the carburetor ones much better. fuel economy, 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.

Technical characteristics of V-2 engines V-2 V-2K engine

Year of issue	1939
Type of	Tank, high-speed, compressorless, with direct fuel injection
Number of cylinders	12
Cylinder diameter, mm	150
Piston stroke, mm: - main connecting rod – trailer connecting rod	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 the Polish 7TP light tank, and a 6-cylinder diesel air cooling"Mitsubishi" AC 120 VD 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.

www.gruzovikpress.ru

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

Name
Rated (continuous) power, h.p.
Maximum (within 2 hours) power, hp
Rotational speed corresponding to the rated (full) power, rpm
Specific fuel consumption, g/l.s.h.
Specific oil consumption for waste, g/hp.h
Weight, kg
Overall dimensions, mm:



Service life up to the 1st overhaul (warranty operating time), h
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. Engines 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.

Specifications:

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

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 properly 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 typical 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 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 world history. And the team was strengthened once again by the leading engineers of the Central Institute of Aviation Motors. Part technical problems 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 refinement.

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 all technical description- a list of advanced and innovative solutions of the time.

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.

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.

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.

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.

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

What happened?

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.

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 was not enough the right materials, did not have time to renew worn-out equipment, and production was debugged in a wild rush. 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 factories. 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 been joint stock company and settled in Sverdlovsk-19. And frankly, I can’t believe that high overall power, reliability and reliability in operation, good maintainability, convenience and ease of maintenance modern motors this family is just an advertising barker. Most likely, the way it really is. For which thanks to everyone who created and improved this long-lived motor.

Classification:	Main marine diesels
Product brand:	3D12A, 3D12, 3D12AA, 3D12A-1, 3D12-1, 3D12-1A, 3D12A-1A
	TU24.06.5602-73
Power, number of revolutions	3D12A, 3D12, 3D12AA - 300hp,1500rpm 3D12A-1, 3D12-1, 3D12-1A, 3D12A-1A - 300hp,1350rpm
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 working on 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 diesel engines 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 crankshaft, as well as changing 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.

Specifications
Power, hp: - full (overload, not limited by the time of continuous operation) on the output flange of the reverse gear
On mode reversing, not less
Rotational speed corresponding to full power, rpm
Specific fuel consumption at full power, g/hp.h
Specific oil consumption for waste, g/hp.h
Reverse gear ratio (reduction): - to the front


Backward
Duration of switching of the reversing clutch, no more than, s
Sea water pump suction height (NZV), m
Weight, kg
Overall dimensions, mm: - length


Service life up to the 1st overhaul (warranty operating time), h
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. Accessory kit ( rechargeable batteries with connecting wires, water and oil coolers, thermostats) is specified when ordering;
2. Single set of spare parts;
3. Tool kit;
4. A set of operational documentation.

For many decades, the strategy of the Volvo concern has been aimed at creating high-quality competitive cars. The latest innovative developments are used to create new models of power units, one of them is the Volvo D12S.

Features of the Volvo D12S power unit
The engine of this model, used for picking trucks VOLVO cars(VOLVO) FM12, as well as FH12, 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 unit injectors equipped with electronic control. 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 forced downtime due to a failed engine, you can contact Avmex-Motors. One of our activities is the supply contract engines from the countries of 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.