Deutz A 12 M 319
| Deutz | |
|---|---|
| Image does not exist |
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| A 12 M 319 | |
| Production period: | 1940-1941 |
| Manufacturer: | Deutz |
| Working principle: | diesel |
| Motor design: | 12-cylinder boxer engine |
| Valve control: | OHV |
| Displacement: | 30,263 cm 3 |
| Mixture preparation: | Pre-chamber injection |
| Engine charging: | no |
| Power: | 202 kW |
| Dimensions: | 2150 kg |
| Previous model: | none |
| Successor: | none |
The Deutz AG engine A 12 M 319 was a high-speed diesel engine for installation in fast railcars of the Deutsche Reichsbahn . When it was built, it was one of the first engines in which an underfloor drive system with 12-cylinder four-stroke diesel engines could be implemented using boxer engines . After 1945 the MB 846 Bc series from Daimler-Benz was known as a replacement for the engine series .
background
The Deutsche Reichsbahn had already had good experiences with a 180 hp (132.5 kW) eight-cylinder boxer engine from DWK for driving railcars . The boxer engine has the advantage that it can be installed under the floor in a railcar and there is a continuous floor. A new railcar concept for non-electrified branch lines provided for coupling a motor car with a control car to form a 69-ton train; two motor cars for a 92-ton train were provided for mountain routes. The trains should each reach a speed of 90 km / h. An engine output of 270 hp (198.5 kW) per motor vehicle was estimated for this. The Reichsbahn commissioned Daimler-Benz AG , MAN , DWK and Deutz with the development of an engine with a displacement of 30 liters at 1500 min −1 that delivers 275 hp (202 kW) and is equipped with an exhaust gas turbocharger from Brown, Boveri & Cie. could be retrofitted to provide an output of 400 hp (294 kW). The planned charging was no longer realized before the Second World War . The dimensions, power take-off and connections were specified in order to enable the motors from different manufacturers to be interchanged in the railcars. All manufacturers developed corresponding motors that are very similar in terms of their technical data ( see table below ).
Structure and components
The A 12 M 319 engine is a water-cooled and pressure-circulation lubricated twelve-cylinder boxer diesel engine with a displacement of 30.26 l. It is designed for flat installation in the railcar. The housing for the engine is made of cast iron , the six cylinders of a row including the crankcase half are cast in one block. The wet liners are made of cast iron. The crankshaft is made of tempered chrome-molybdenum steel. It is mounted seven times in lead bronze (version with steel support shell and cast bronze - the so-called Thermodur bearings) in the housing. The bearing of the connecting rod with an I-shaped shaft on the crankshaft was also realized with bearings of the same type. The piston pins were instead stored in the connecting rod eyes in simple bronze bearings. The pistons of the engine are made of the aluminum-silicon alloy KS 245 .
The cylinder heads are designed individually for each cylinder and fastened to the crankcase with four screws each. The intake manifold was led upwards and the exhaust manifold downwards (the exhaust duct runs down between the bumpers ) so that the exhaust is as far away as possible from the floor of the railcar above the engine. The intake duct is directly adjacent to the pre-chamber for mixture preparation on the edge of the cylinder head. The pre-chamber method was chosen because of its insensitivity. Since the engine works with OHV valve control , the hanging 60 mm valves operated by the push rods and rocker arms of the camshafts running in the crankcase (one per cylinder bank) are mounted on the side opposite the prechamber. Valves and rocker arms are connected to the pressure lubrication system, so the injection nozzles are mounted outside the cylinder head cover, which also simplifies maintenance. Due to the placement outside the cylinder head cover, the axis of the prechamber is correspondingly inclined with respect to the cylinder axis for receiving the injection nozzle. The injectors in each row of cylinders are of a Bosch - injection pump supplied with fuel, the fuel injection pump are driven jointly by a Bosch engine controller.
The engine is started electrically with an 18.4 kW starter from Bosch. The engine's cooling system is located below the floor and is positively ventilated. Both diesel fuel and lignite tar oil are suitable for operating the engine . The consumption and performance characteristics do not change significantly, the power 277 hp (203.5 KW) is operated under full load and with Braunkohleteeröl at 1512 min -1 and the consumption of 192 g / hp-hr (261 g / kWh).
Technical specifications
| Parameter | unit | value | comment |
|---|---|---|---|
| rated capacity | kW (PS) |
202 (275) |
|
| Idle speed | min -1 | 600 | |
| Rated speed | min -1 | 1,500 | |
| Number of cylinders | 12 | ||
| Cylinder diameter | mm | 130 | |
| Piston stroke | mm | 190 | |
| Displacement | dm 3 | 30.26 | |
| Compression ratio | 19: 1 | ||
| mean piston speed | m / s | 9.5 | |
| medium work pressure | bar | 5.4 | |
| Inlet valve diameter | mm | 60 | |
| Exhaust valve diameter | mm | 60 | |
| Fuel consumption | g / kWh (g / PSh) |
272 (200) |
at full load |
| Oil supply | kg | 70 | |
| Engine ground | kg | 2,150 | |
| Motor length | mm | 1,970 | |
| Engine width | mm | 1,710 | |
| Engine height | mm | 811 | |
| Material for crankshaft | Tempered steel | ||
| Material for pistons | KS 245 | ||
| Material for motor housing | cast iron | ||
| Procurement price | RM | 20,250 | with accessories |
Comparison with similar engines
| Type designation | Number of cylinders | drilling | Hub | Total displacement | Compression ratio | rated capacity | Rated speed | Medium work pressure | Medium piston speed | Engine weight | Power to weight ratio | height | length | width |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Daimler-Benz OM 807 | 12 | 138 mm | 170 mm | 30.5 dm 3 | 17: 1 | 202.3 kW | 1500 min −1 | 5.3 bar | 8.5 m / s | 2000 kg | 9.9 kg / kW | 810 mm | 1810 mm | 1670 mm |
| DWK 12 V 19 | 130 mm | 190 mm | 30.3 dm 3 | 17.4: 1 | 5.39 bar | 9.5 m / s | 2445 kg | 12.1 kg / kW | 809 mm | 2055 mm | 1870 mm | |||
| KHD A 12 M 319 | 19: 1 | 2150 kg | 10.6 kg / kW | 811 mm | 1970 mm | 1710 mm | ||||||||
| MAN W 12 V 13/19 | 18.6: 1 | 2460 kg | 12.1 kg / kW | 810 mm | 2200 mm | 1900 mm |
Vehicles equipped with the engine for delivery
The DR 137 326 ... 376 class railcars were equipped with this engine. Since the vehicles were delivered during the war, no large-scale tests on cross-country skiing and performance were carried out with them. After 1945 a replacement engine was only used in two vehicles on the Deutsche Bundesbahn . The vehicles with original engines are known to have been used until the mid-1960s.
literature
- Heinz R. Kurz: "The railcars of the Reichsbahn-Bauarten", EK-Verlag, Freiburg 1988, ISBN 3-88255-803-2
- H. Kremser: The structure of high-speed internal combustion engines for motor vehicles and railcars . In: Hans List (Ed.): The internal combustion engine . tape 11 . Springer, Vienna 1942, ISBN 978-3-7091-5016-0 , doi : 10.1007 / 978-3-7091-5016-0 ( limited preview in the Google book search).
