Diesel engine W-2
The diesel engine W-2 ( Russian В-2 ) is a diesel engine developed in the Soviet Union for tanks , other armored vehicles as well as tractors and work machines . The water-cooled twelve-cylinder - V engine was a priority for battle tanks developed and went in 1939 in serial production. It gained particular fame as the engine of the T-34 . While petrol engines were used almost exclusively in all relevant armored countries in the period up to the Second World War and in some cases far beyond , the W-2 was designed as a diesel engine with direct injection and multi-valve technology (four valves per cylinder) and the extensive use of castings from an aluminum alloy ( the crankcase , piston , cylinder heads and benches ) occupies a special position.
Its design was so groundbreaking that almost all tanks built in the Soviet Union and Russia after the Second World War are motorized with further developments of the W-2. A new motor was only used with the development of the Armata platform. Currently (2019) the last development stage of the W-2, the W-93, is used in the T-90 tank . The basic design and dimensions ( bore / stroke ) have remained unchanged to this day; the output rose from 500 hp in the BT-7M (BT-8) in 1938 to 1,120 hp (824 kW) in the T-90M from the 2000s. Only the T-64 and T-80 and its variants were equipped with other prime movers, the extremely compact five-cylinder - opposed piston engine had the T-64 life reliability problems and the gas turbine of the T-80 their high performance bought with an extremely high consumption.
construction
The W-2 diesel engine is a V-engine with a 60 ° bank angle and screwed- in steel cylinder liners . It has two inlet and two outlet valves per cylinder (48 in total), each of which is actuated by two camshafts with vertical shaft drive ( OHC valve control ; DOHC). The in- line injection pump is driven by the upper vertical shaft located between the cylinder banks. The injection pressure is 200 bar. The injection quantity is regulated by a centrifugal actuator, which also determines the idle and maximum speed.
A special feature is the design of the connecting rods. The rows of cylinders are not offset from one another as in most V-engines, but the pistons of the left cylinder bank are connected to the connecting rods of the right cylinder bank with connecting rods. This results in a different stroke of the two cylinder banks: 180 mm on the left and 186.7 mm on the right, resulting in a different compression ratio of 14.5 and 15.5: 1 for the two cylinder banks.
The W-2 has dry sump lubrication ; later models such as the W-84 were equipped with pressure circulation lubrication . A simple wire filter served as the oil filter of the first models. Before the start, oil had to be pumped to the lubrication points with a hand pump.
In order for discharged starter battery to ensure the tempering or low temperatures, is pneumatic Start System available: from the accommodated to the driver compressed air storage is supplied through a rotating half crankshaft speed distribution of compressed air via check valves blown into the cylinder, and thus moves the piston. The compressed air reservoir must be filled externally and allows four to six start attempts. The electric auxiliary starter type ST-700 can be used without compressed air . The engines of the IS series also had a flywheel starter which enabled manual starting.
The engine is water-cooled , the coolant is at a 500 l per min promotional centrifugal pump circulated. A tangential fan wheel on the main shaft takes care of the heat dissipation from the water coolers on both sides of the motor (T-34) .
In the BT-7M and the early T-34 models, the engine was fitted with inadequate air filters. Cyclone filters were installed later , which significantly increased the service life of the engine.
history
The W-2 diesel engine was developed from 1937 under the direction of Konstantin Fedorowitsch Tschelpan ( Russian Константин Федорович Челпан ) in the Kharkov locomotive factory "Comintern" . Tschelpan fell victim to the Stalin purges in 1938 . After Tschelpan's arrest, Alexander Alexandrowitsch Morozov took over the management of the development team responsible for engines and drive components. The new engine was ready for series production in 1939, but the new types of tanks for which it was intended (T-34 and KW-1 ) were not yet available. Therefore, the BT-7 was converted to the new machine and produced in small numbers as the BT-7M (sometimes also referred to as the BT-8). The BT-7M served as the development vehicle for components of the future T-34.
It is often claimed that the W-2 was developed from the Klimow M-100 aircraft engine , which was a license for the Hispano-Suiza HS 12Y . Unfortunately, there are hardly any reliable sources to be found. The Hispano-Suiza has the same piston diameter, but a smaller stroke of 170 mm. A British analysis from 1944 cites a (unquoted) German report as the source for this claim, but states in the same sentence that there are no technical details of the engine to support this claim.
The BT tanks, which were further developed from the Christie tank , initially used a license build of the Liberty engine ( Mikulin M-5), from the BT-7 the Mikulin M-17T (a license build of the BMW VI ) was installed. Nothing is known about the use of the Klimow M-100 in tanks.
A descent of the W-2 from aircraft engine construction can be assumed with certainty.
The new tank engine was used in all medium and heavy Soviet tanks of World War II. It was adapted to the respective tank model through various add-on units and minor modifications. For the heavy tanks of the KW series and later the IS series , the gear ratio was reduced to a shorter ratio (13: 1, T-34: 5.7: 1) in order to have more torque on the chain. This enabled the W-2 to drive heavy tanks with only slightly increased performance at the expense of speed.
After the Second World War, the W-2 was gradually developed, made more durable and its performance increased. The weight of the engine with ancillary units increased from around 750 to 1100 kg , while the peak power could be increased from 500 to over 1100 hp in the W-93. This could be achieved through improved materials, detailed improvements and better ancillary units, the main part of the increase in performance goes back to the introduction of turbocharging - initially with a mechanical radial fan of the type N-24 in the W-46 of the T-72, later with turbochargers . While the W-2 in the T-34 had an average operating time of around 300–350 hours before failure, the latest versions such as the W-92 S2 or W-93 have over 1000 operating hours.
While the W-2 was installed lengthways in all tank models of the Second World War and also in the heavy tanks developed afterwards up to the T-10 , with the development of the T-44 the engine was installed transversely for the first time in tank construction worldwide. This required a completely new development of the drive train; the configuration has been retained to this day and is one of the reasons for the compact construction of Soviet / Russian main battle tanks compared to western tanks.
Older tank models were also equipped with newer engines in the course of increasing their combat value, for example to maintain or increase mobility despite the increased mass due to increased armor. Since the external dimensions of the engines changed only slightly over the years, this was possible without fundamental changes to the armored hulls. In some cases, the original engines were also completely overhauled and fitted with new attachments, air filters or chargers that had proven themselves on the newer models.
At the beginning of the 1970s, the W-46 engine of the T-72 was the first multi-fuel engine in the series. All of the following models retained this feature. Instead of the dry sump lubrication system used up to then, the W-46 received a pressure circulating lubrication system.
The designation system has changed several times over the years. At first the engine was simply called W-2, then the tank model was specified with a suffix (W-2-34 for the T-34-, W-2K for the KW and W-2IS for the IS series). During the development of the T-44 this principle was abandoned and the engine was named after the tank W-44. The engines of the T-54 and -55 were also named W-54 and W-55; Sub-variants and later further developments are further distinguished by suffixes. This principle was abandoned again with the T-62, whose engine was designated as the W-55W. Starting with the T-72, the numbers were assigned completely differently; There is neither a reference to the name of the tank nor to the power of the engine, as is the case with the later W-84 with 840 hp.
Overall, there are very large inconsistencies in the type designations.
Models
The basic concept and construction of the engine was retained across all model series. During the Second World War, the engine was adapted to the various tank models in which it was used by means of various add-on units and gearboxes. Regardless of this, it has been continuously improved.
The W-2IS for the tanks of the IS series differed from the basic engine in that it had a flywheel starter that enabled manual starting, as well as detailed improvements such as new cylinder head gaskets made of iron asbestos and an oil inlet flange instead of the central lubrication point. The two air filters have been improved again and are called “multicyclone”.
Via the W-44 for the intermediate model T-44 with unchanged performance data, the W-2 was further developed into the W-54 for the T-54 . The main changes were the use of improved materials, a further developed multi-cyclone air filter system with 16 cyclones, now three fuel filters, the further reduction of the oil volume of the dry sump lubrication to 85 l, an improved preheating system and the omission of the compressor to fill the pressure accumulator for the compressed air starter system . The peak power was moderate at 520 hp at 2000 min -1 raised. By changing the position of the water and oil pumps , the overall height could be reduced significantly. Since the engine was no longer installed lengthways, but transversely since the T-44, a newly designed manual transmission was necessary.
For the T-55 , the W-54 was developed into the W-55. The compression ratio was increased slightly to 15.5-14: 1. He now made 580 hp at 2000 min -1 . The air filter system consists of 54 cyclones, the fuel filter has five stages. The oil volume of the dry sump lubrication was reduced to 82 l, and an oil centrifuge was added to the oil filter. The compressed air reservoirs of the compressed air starting system are filled with the engine running by the three-stage piston compressor driven by the upper vertical shaft. Due to the self-supply with compressed air, the main starting mode could be switched from electrical to compressed air.
The next major leap was the W-46 engine for the T-72 . The engine was given multi-fuel capability and could now be operated with diesel fuel as well as VK 79 carburetor fuel (a 79 RON gasoline type common in the USSR and the GDR ) or kerosene TS-1. By a mechanical loader the maximum power of 780 hp at 2000 could min -1 increased. The loader is driven by the crankshaft with a ratio of 1: 13.33. Due to the conversion to multi-fuel operation, the NK-12M injection pump was installed. The number of cyclones in the air filter system was increased to 96 and three wet filter inserts were added.
The current final stage of the design is the W-92 with a peak output of over 1100 HP, a torque of around 4500 Nm and a specific fuel consumption of 158 g / PSh. The engine has an exhaust gas turbocharger, weighs 1050 kg ready for installation and is used in the T-90.
Descendants
The diesel engine W-6 was derived from the W-2 and basically represents a halved W-2. It is a six-cylinder in-line engine with 19.11 l displacement , 150 mm bore and 180 mm stroke. It develops 240 hp at 1800 −1 and has a maximum torque of 110 mkp (1079 Nm) at 1200 −1 . The add-on units were taken over from the W-2 or its later variants. It was used in light tanks such as the PT-76 , among others .
Technical specifications
| Surname | Bore (mm) | Stroke (mm) | Nominal power [PS (kW) / min −1 ] |
Displacement (l) | Max. Torque [kp · m (N · m) / min −1 ] |
comparable seal |
spec. Consumption [g / PSh (g / kWh)] |
fuel | Length (mm) | width (mm) | Height (mm) | Weight (kg) | Year of construction (from) | location | Charging | use | Lifetime (operating hours) |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| W-2 | 150 | 180 / 186.7 | 500 (367.5) / 1800 | 38.88 | 220 (2157.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | 1939 | along | Suction diesel | BT-7M, A-20, A-32, T-34 models up to 1940 | ||||
| W-2-34 | 150 | 180 / 186.7 | 450 (331 )/1750 | 38.88 | 220 (2157.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | 1941 | along | Suction diesel | T-34 from 1941, SU-85 , SU-100 , SU-122 , OT-34, T-34-100, T-43 | ~ 300 | |||
| W-2K | 150 | 180 / 186.7 | 600 (441) /? | 38.88 | 220 (2157.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | 1940 | along | Suction diesel | KW-1, KW-1S, KW-2, KW-85, KW-8, KW-9, KW-13 | ||||
| W-2IS | 150 | 180 / 186.7 | 520 (382.5) / 2000 | 38.88 | 230 (2255.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | 1943 | along | Suction diesel | IS-85 , IS-2 | ||||
| W-2ISS | 150 | 180 / 186.7 | 520 (382.5) / 2000 | 38.88 | 230 (2255.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | 1945 | along | Suction diesel | IS-3 | ||||
| W-2-34M | 150 | 180 / 186.7 | 500 (367.5) / 1800 | 38.88 | 220 (2157.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | 1944 | along | Suction diesel | T-34/85, OT-34/85 | ||||
| W-2-34M11 | 150 | 180 / 186.7 | 500 (367.5) / 1800 | 38.88 | 220 (2157.5) / 1200 | 1: 14-15 | 275 (374) | diesel | 950 | along | Suction diesel | T-34/85 modernization | |||||
| W-44 | 150 | 180 / 186.7 | 500 (367.5) / 1800 | 38.88 | 220 (2157.5) / 1200 | 1: 14-15 | diesel | 950 | 1944 | across | Suction diesel | T-44 , T-44-100 | |||||
| W-54 | 150 | 180 / 186.7 | 520 (382.5) / 2000 | 38.88 | 230 (2255.5) / 1300 | 1: 14-15 | 185 (251.5) | diesel | 1949/50 | across | Suction diesel | T-44M, T-54 , OT-54, MTU-12 | |||||
| W-54-6 | 150 | 180 / 186.7 | 580 (426.5) /? | 38.88 | 1: 14-15 | 185 (251.5) | diesel | 1954 | across | Suction diesel | T-54M | ||||||
| W-54B | 150 | 180 / 186.7 | 520 (382.5) / 2000 | 38.88 | 230 (2255.5) / 1300 | 1: 14-15 | 185 (251.5) | diesel | across | Suction diesel | T-54B | ||||||
| W-54P | 150 | 180 / 186.7 | 350 hp (257 kW) | 38.88 | 1: 14-15 | diesel | along | Suction diesel | PTS-M | ||||||||
| D12A | 150 | 180 / 186.7 | 375 (286 )/1650 | 38.88 | 169.2 (1659) / 1100 | 1: 14-15 | diesel | along | Suction diesel | MAZ-535 | |||||||
| D12A | 150 | 180 / 186.7 | 525 (386 )/2100 | 38.88 | 219.2 (2150) / 1200-1400 | 1: 14-15 | diesel | along | Suction diesel | MAZ-537 , MAZ-543 | |||||||
| W-54K-IS | 150 | 180 / 186.7 | 520 (382.5) / 2000 | 38.88 | 230 (2255.5) / 1300 | 1: 14-15 | 185 (251.5) | diesel | 1960 | along | Suction diesel | IS-3M | |||||
| W-55 | 150 | 180 / 186.7 | 580 (426.5) / 2000 | 38.88 | 230 (2255.5) / 1300 | 1: 14-15.5 | 173 (235) | diesel | ~ 1963 | across | Suction diesel | T-54AM, T-54M, T-55 , MTU-20 | |||||
| W-55W | 150 | 180 / 186.7 | 580 (426.5) / 2000 | 38.88 | 230 (2255.5) / 1300 | 1: 14-15.5 | diesel | 1961 | across | Suction diesel | T-55 (1981), T-62 , BTR-T | ||||||
| W-55U | 150 | 180 / 186.7 | 620 (456) / 2000 | 38.88 | 235 (2304.5) / 1250 | 1: 14-15.5 | diesel | 1983 | across | Suction diesel | T-55M, T-55AM | ||||||
| W-58 | 150 | 180 / 186.7 | 710 (522) / 2000 | 38.88 | 180 (245) | Much matter | turbocharger | MAZ-7912 and MAZ-7917 | |||||||||
| W-59MS | 150 | 180 / 186.7 | 520 (382.5) / 2000 | 38.88 | 170 (231) | Much matter | 1675 | 825 | 897 | 950 | turbocharger | 2S3 , 2S4 , 2S5 | |||||
| W-31M4 | 150 | 180 / 186.7 | 335 (246.5) / 1400 | 38.88 | 165 (224.5) | Much matter | 1794 | 825 | 897 | 1000 | turbocharger | DET-250 | |||||
| W-36F | 150 | 180 / 186.7 | 640 (470.5) /? | 38.88 | 1963 | across | Object 166M (T-62 prototype) | ||||||||||
| W-38 | 150 | 180 / 186.7 | 600 (441.5) /? | 38.88 | 1968 | along | MAZ-547 | ||||||||||
| W-401 (A-401G) | 150 | 180 / 186.7 | 415 (305) /? | 38.88 | along | BAT-M , AT-T | |||||||||||
| W-45 | 150 | 180 / 186.7 | 780 (573.5) / 2000 | 38.88 | 315 (3089) / 1400 | 1: 14-15 | Much matter | 1966 | across | Object 172 (T-72 prototype) | |||||||
| W-46 | 150 | 180 / 186.7 | 780 (573.5) / 2000 | 38.88 | 315 (3089) / 1400 | 1: 14-15 | 180 (224.5) | Much matter | 1480 | 896 | 902 | 980 | 1971 | across | mech. Loader | T-72, T-72M, T-72M1 | |
| W-46-6 | 150 | 180 / 186.7 | 780 (573.5) / 2000 | 38.88 | 315 (3089) / 1400 | 1: 14-15 | 180 (244.5) | Much matter | 1480 | 896 | 902 | 980 | 1973 | across | mech. Loader | T-72, T-72A, 2S6 Tunguska , 2S7 , MT-T | |
| W-46-5M | 150 | 180 / 186.7 | 690 (507.5) / 1900 | 38.88 | 180 (244.5) | Much matter | 1983 | across | T-62M, T-55AM | ||||||||
| W-26 | 150 | 180 / 186.7 | 700 (515) /? | 38.88 | 1961 | across | Object 167 | ||||||||||
| W-84-1 | 150 | 180 / 186.7 | 840 (618 )/2000 | 38.88 | 182 (247.5) | Much matter | 1560 | 896 | 902 | 1020 | 1985 | across | mech. Loader | T-72B, 2S19 | |||
| W-84 | 150 | 180 / 186.7 | 840 (618 )/2000 | 38.88 | 182 (247.5) | Much matter | 1560 | 896 | 902 | 1020 | 1987 | across | mech. Loader | T-72S, MTU-72 , 2S7 | |||
| W-84MS | 150 | 180 / 186.7 | 840 (618 )/2000 | 38.88 | 340 (3334.5) /? | 182 (247.5) | Much matter | 1560 | 896 | 902 | 1020 | ~ 1991 | across | mech. Loader | T-90S, PTS-4 | ||
| W-12 | 150 | 180 / 186.7 | 750 (551.5) /? | 38.88 | 1947 | along | IS-4 | ||||||||||
| W-12-5 | 150 | 180 / 186.7 | 700 (515) /? | 38.88 | 1953 | along | T-10 | ||||||||||
| W-12-6B | 150 | 180 / 186.7 | 750 (551.5) /? | 38.88 | 1957 | along | T-10 M | ||||||||||
| W-92 S2 | 150 | 180 / 186.7 | 1000 (735.5) / 2000 | 38.88 | 156 (212) | Much matter | 1560 | 896 | 902 | 1020 | ~ 1991 | across | turbocharger | T-90S | |||
| W-93 | 150 | 180 / 186.7 | 1120 (824 )/2000 | 38.88 | 461 (4521) /? | 158 (215) | Much matter | 1560 | 896 | 909 | 1050 | ~ 1991 | across | turbocharger | T-90S | 1000-1200 |
Not all data were available for every model. The torque specification in Siegert / Hanske: Main battle tanks of the NVA are in mkg ; in this article the acceleration missing in this specification is added (mkp). In Karpenko: Soviet-Russian tanks , the speeds for rated power and maximum torque are not specified.
literature
- AW Karpenko: Soviet-Russian tanks . 1905-2003. Elbe-Dnjepr, Klitzschen 2004, ISBN 3-933395-44-5 , p. 175–480 (Russian: Обозрение отечественной бронетанковой техники (1905–1995 гг.) . Translated by R. Meier).
- Jörg Siegert , Helmut Hanske: Main battle tanks of the NVA . Motorbuch, Stuttgart 2011, ISBN 978-3-613-03294-1 , p. 18-169 .
- Siegfried Modrach: History and Present of a Tank Engine . In: Walter Großpietsch (Ed.): Motor calendar of the GDR 1978 . Military Publishing House of the GDR, Berlin 1977, p. 59-69 .
Web links
- Engines. (No longer available online.) Chtz-uraltrac.com ( Chelyabinsk Tractor Plant ), formerly in the original ; accessed on December 8, 2013 (English, overview of the currently produced engine models). ( Page no longer available , search in web archives )
- В-92С2, В-93 Техническая Характеристика. (JPG) Retrieved December 14, 2013 (Russian, comparison of technical data W-92S2 and W-93).
- В-92С2Ф. (JPG) Retrieved December 14, 2013 (Russian, technical data W-92S2F).
- Report on Russian CI Tank Engine, Type V2 from T-34 Cruiser Tank. Military College of Science STT Chobham Lane Chertsey, May 1944, retrieved January 25, 2019 (Detailed British description of a real World War II item).
Individual evidence
- ↑ New information & pics of modernized T-90. igorrgroup.blogspot.com, accessed September 30, 2019 .
- ↑ Stefan Kotsch: From the T-54 to the T-90. From the history of Soviet tank construction. Retrieved December 19, 2013 (engine W-84 182 g / PSh, GTD-1250 225 g / PSh).
- ^ Jörg Siegert, Helmut Hanske: Main battle tanks of the NVA . Motorbuch, Stuttgart 2011, ISBN 978-3-613-03294-1 , p. 18 .
- ↑ Сталинский “греческий заговор”. Греческая газета, 2002, accessed December 13, 2013 (Russian).
- ↑ Robert Forczyk : Panther Vs T-34. Ukraine 1943 (= duel ). Osprey, 2007, ISBN 978-1-84603-149-6 , pp. 15-18 ( google books [accessed December 14, 2013]).
- ^ Report on Russian CI Tank Engine, Type V2 from T-34 Cruiser Tank. Military College of Science STT Chobham Lane Chertsey, May 1944, p. 8 , accessed January 25, 2019 .
- ^ Report on Russian CI Tank Engine, Type V2 from T-34 Cruiser Tank. Military College of Science STT Chobham Lane Chertsey, May 1944, p. 7 , accessed January 25, 2019 .
- ^ Jörg Siegert, Helmut Hanske: Main battle tanks of the NVA . Motorbuch, Stuttgart 2011, ISBN 978-3-613-03294-1 , p. 64 .
- ↑ Output in continuous operation (400 PS (294 kW) at 1700 / min, nominal output 450 PS (331 kW) at 1750 / min, maximum output 500 PS (367.5 kW) at 1800 / min) In: Michail Barjatinskiy: Т-34 . Лучший танк Второй мировой. Eksmo. 2007, ISBN 5-699-19080-5 , p. 64.