4 VD 14.5 / 12-1 SRW

from Wikipedia, the free encyclopedia
VEB IFA Motorenwerke Nordhausen
4 VD 14.5 / 12-1 SRW cutaway model in an apprentice workshop (1975)

4 VD 14.5 / 12-1 SRW cutaway model in an apprentice workshop (1975)
4 VD 14.5 / 12-1 SRW
Production period: 1967-1990
Manufacturer: VEB IFA Motorenwerke Nordhausen
Working principle: diesel
Motor design: Four-cylinder in - line engine
Displacement: 6560 cm 3
Mixture preparation: Direct injection
Engine charging: no
Power: 92 kW
Max. Torque: 422 Nm
Previous model: 4 KVD 14.5 / 12
Successor: none

The 4 VD 14,5 / 12-1 SRW is a four-cylinder - diesel engine of the VEB IFA Motorenwerke Nordhausen , the approximately 1967 to 1990 one million times was manufactured. This internal combustion engine was one of the standard engines for industry and agriculture in the GDR and the Comecon area.

technology

The 4 VD 14.5 / 12-1 SRW is a water-cooled four-stroke in-line diesel engine with four cylinders. The mixture is prepared by means of mechanical direct injection . The bore is 120 mm, the stroke 145 mm, the displacement is 6560 cm³. The firing order is 1–3–4–2. In the standard version, the engine has an output of 92 kW (125 hp) and delivers a torque of 422 Nm. The piston design ( M process ) was licensed by MAN . The engine was produced in the variants 4 VD 14.5 / 12-1 SRW and 4 VD 14.5 / 12-2 SRW, the last mainly for the NVA . The designation 4 VD 14.5 / 12-1 SRW is 4 -Zylinder- V iertakt- D iesel, hub 14.5  cm / bore 12  cm, - series 1 , S tehend, R eIHE, W assergekühlt.

Crankcase

The engine's crankcase is made of gray cast iron , the crankshaft and camshaft have five bearings, the middle crankshaft bearing is an axial bearing . The camshaft is driven via an intermediate gear in the control housing, which also drives the injection pump. The housing of the oil pump is installed in the cover of the front crankshaft bearing. Some engine variants have a tachometer drive on the injection pump drive .

Crankshaft and engine drive

4 VD 14.5 / 12-1 SRW with unscrewed cylinder head and visible piston. The central sphere combustion chamber is clearly visible .

The motor has an in exchangeable thin wall bearings bearings, forged crankshaft . The journals of the crankshaft and those of the connecting rods are ground and induction hardened . The counterweights are attached to the middle and outer crank webs . The flywheel is bolted to the crankshaft on the power-emitting side of the engine . On the control side, the crankshaft is provided with a gear that drives the oil pump and, via an intermediate gear, the camshaft and the injection pump. The four connecting rods are forged. A bearing bush is pressed into each small eye and a thin-walled bearing shell is inserted into each connecting rod foot. There is an oil hole in the connecting rod through which the oil required for lubrication and cooling of the piston pin is pressed from a spray nozzle from the small connecting rod eye. The piston pin, which is fixed in the piston by two circlips, is floating in both the connecting rod and the piston . The piston is cast from a heat-resistant light metal alloy . The combustion chamber is spherical in the center of the piston. The piston has two compression rings and an oil control ring, the ring carrier for the first compression ring is cast into the piston. The wet cylinder liners are made of centrifugal casting, two rubber sealing rings on the lower liner collar seal against the crankcase. Like the crankcase, the engine has two cylinder blocks made of gray cast iron, each consisting of two cylinders. The engine thus has two cylinder heads , each for two cylinders.

Engine control

The engine works with overhead valves. The camshaft on the side of the cylinder block is gear-driven via the aforementioned intermediate gear in the control housing . Each cylinder head has four valves that are moved by mushroom lifters , push rods and rocker arms ; the injection valves are held on the cylinder head by a pressure flange . The valve seat rings are made of heat and wear resistant material. The fuel is injected directly into the piston bowls.

cooling

The water-cooled motor has a permanently rotating centrifugal pump , which is driven directly from the crankshaft via a V-belt . A thermostat regulates the coolant flow. From an engine temperature of 80 ° C, the coolant is also passed through the radiator, before it only flows through the engine. This is done to bring the engine up to operating temperature more quickly. The motor fan runs continuously. However, some engine variants deviate from this and have a fan that only switches on later, which is switched on from a coolant temperature of 92 ° C by a temperature sensor with the help of an electromagnetic fan clutch.

lubrication

The gear oil pump built into the crankshaft bearing cover sucks the oil from the oil pan and generates the oil pressure required to lubricate the engine. The oil is cleaned in the main flow by a sieve disc filter, in the secondary flow a centrifuge cleans the oil. As an alternative to the sieve disc filter, there are also versions with a paper filter and maintenance indicator. The lubrication of the injection pump and the piston compressor can be connected to the oil circuit of the engine or they can be lubricated separately. The engine is oil-cooled by means of an involute or tube bundle heat exchanger , the latter mainly in engine variants of the IFA W50 .

Fuel system

Above left: air compressor, to the
right: fuel filter housing,
middle: injection pump

The fuel is pressed into the injection nozzles by an in- line injection pump. The in-line injection pump is equipped with a speed controller , a fuel prefilter and an injection pump coupling. Some variants of the engine have an injection adjuster instead of the pump coupling. The speed controller of the fuel pump is a variable speed controller or an idle speed controller. The speed governors, designed as centrifugal governors, are driven by the camshaft of the injection pump. The variable speed controller can regulate all engine speeds, while the idle / maximum speed controller only controls the idle and maximum engine speeds. A replaceable paper pulp cartridge is used to clean the fuel.

Compressor and others

Motor variants for motor vehicles have a compressor for the air brake system , which is designed as a single-stage, air-cooled piston compressor and is driven by the crankshaft via a V-belt . It is installed on the air intake side of the engine. The air to be compressed is sucked in from the manifold . The compressor housing is not divided, the crankshaft running in it is forged and supported by two bearings in deep groove ball bearings. The connecting rod is needle-mounted on the crankshaft , the piston pin is mounted in a sintered iron bushing pressed into the connecting rod eye . The piston has two compression rings and an oil control ring. It is lubricated by means of centrifugal lubrication , the valves are plate valves.

Cold start system

The cold start system is based on the functional principle of the flame start system . Its main components are the solenoid valve, starter device, glow monitor, ignition starter switch, fuel supply and wiring. The so-called starter device - a kind of injection nozzle with a filament - ends in the intake pipe. Glow starter switch, incandescent filament in the starter device, glow monitor and the solenoid valve are electrically connected in series, the solenoid valve at the input to the main fuel filter and output to the starter. The solenoid valve also has a connection for the fuel return. If the glow starter switch is set to position I, the solenoid valve switches the fuel supply through to the starting device. At the same time, the filaments of the glow monitor and the starting device heat up. If the starter switch is turned to the start position after a few seconds, the starter cranks the engine, fuel pressure builds up and the starting device is supplied with fuel. Fuel evaporates on the heated coil of the starting device, partially ignites and thus heats the air drawn in in the intake pipe. The preheated intake air compensates for the heat and gas losses in the cylinder when the engine is cold to such an extent that reliable auto-ignition of the injected fuel in the engine is possible.

Electrics

The engine has an electric thrust armature starter which is attached to the crankcase on the exhaust side with retaining brackets. The starter is a four-pole 24 V DC series motor with an output of 4 kW. The engine's alternator is a three-phase alternator with an electronic controller. Like the starter, it is located on the exhaust side of the engine and is driven by the crankshaft via a V-belt.

Technical specifications

The engine was produced in seven basic versions. There was no name for the different basic variants, the engines were instead differentiated based on their areas of application:

engine Displacement compression Power at 1 / min Torque at 1 / min Specific fuel consumption Minimal fuel consumption Specific oil consumption
Stationary engine A 6.6 l (6560 cm³) 18: 1 48 kW (65 PS) / 1500 353 Nm / 1200 222 g / kWh 218 g / kWh 100 g / h
Stationary engine B 58 kW (79 PS) / 1800
ZT 320 74 kW (100 PS) / 1800 422 Nm / 1350 230 g / kWh
ZT 300 238 g / kWh
Commercial vehicles
(e.g. IFA W50 )		 92 kW (125 PS) / 2300 125 g / h
E 512 77 kW (105 PS) / 2000 392 Nm / 1350
E 514 85 kW (115 PS) / 2000 422 Nm / 1400

Meaning and background

After the restructuring of the Nordhausen tractor factory to VEB IFA Motorenwerke Nordhausen , production of the EM 4 swirl chamber diesel engine was forcibly relocated from VEB Sachsenring to Nordhausen. Meanwhile, a new truck factory had been built in Ludwigsfelde in order to start producing the new IFA W50 truck developed in Werdau from 1965 onwards . However, the EM 4's 66 kW (90 hp) output was not sufficient for this truck. For lack of time, the EM 4 was drilled out to the 4 KVD 14.5 / 12 instead of developing a new engine. This engine was immature. In the 1960s, however, further development in the GDR was not easily possible, which is why a fundamentally new injection process from the West German MAN group was licensed and taken over in 1965 . In 1965, under the management of Günter Caspari, 150 employees began developing a modified engine. For the production of the engine, large production capacities were created in the GDR towards the end of the 1960s, and in 1967 series production of the now completed 4 VD 14.5 / 12-1 SRW began. The new combustion chamber process led to around 15 percent lower fuel consumption compared to the EM 4. At first there were problems with the quality and reliability of the engine, which were increasingly resolved from 1969 onwards.

The 4 VD 14.5 / 12-1 SRW was considered a very long-life engine and, with around one million units produced, it was the most popular diesel engine in the GDR. Due to its long construction period of 23 years, it became the standard engine for industry and agriculture. It was mainly spread through the export of the W50 truck. Outside of the GDR, other manufacturers built the engine into their products, including the Ikarus 211 midibus .

Production hall, September 1990

From the mid-1970s, work was carried out on the more powerful successor engine 6 VD 13.5 / 12 SRF , which was to replace the increasingly outdated 4 VD 14.5 / 12-1 SRW from 1977 . One of the aims was to avoid having to pay the DM 50 license fee per engine. Economic policy changes in the GDR prevented this. Instead, the 132 kW (180 PS) 6 VD 13.5 / 12 SRF was installed in the successor to the IFA W50, the IFA L60 . Engine production in Nordhausen ended shortly after the fall of the Berlin Wall .

literature

Web links

Commons : 4 VD 14.5 / 12-1 SRW  - collection of images, videos and audio files

Individual evidence

  1. ↑ January Welker Ling: East German agricultural machinery - engines. October 22, 2001, accessed August 20, 2015
  2. ^ Ministry of the Interior of the GDR: supply services - type catalog for vehicles. Pages 11 and 12. Published July 18, 1978, accessed August 20, 2015
  3. ^ MAN Nutzfahrzeuge AG: Performance and way: On the history of MAN commercial vehicle construction. Springer-Verlag. Berlin, Heidelberg. 1991. ISBN 978-3-642-93490-2 . P. 506
  4. ↑ a b c IFA Museum Nordhausen: The 100-year history of the IFA industrial park Nordhausen - engine era. Retrieved August 19, 2015
This version was added to the list of articles worth reading on September 1, 2015 .