NAMI-012

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NAMI
Model of a NAMI-012 (2018)
Model of a NAMI-012 (2018)
NAMI-012
Manufacturer: NAMI
Sales designation: НАМИ-012
Production period: 1949-1954
Previous model: only prototypes
Successor: none, indirect MAZ-501
Technical specifications
Designs: Flatbed ,
timber truck
Engines: Three-cylinder steam engine
Power: 73.5 kW
Payload: 6 t
Perm. Total weight: 14.5 t

Under the designation NAMI-012 ( Russian: НАМИ-012 ), several prototypes of heavy two-axle trucks were developed in the Soviet vehicle institute NAMI from 1949 . Technically, they were based on the JaAZ-200 and used its chassis and partly also its loading area, but were designed as steam cars and also received a completely new driver's cab. Wood was used as fuel as the trucks were intended for forestry , among other things . Despite corresponding recommendations, there was no series production for various reasons, instead the MAZ-501 was produced with a two-stroke diesel engine . At the beginning of the 1950s, the NAMI-018 with all-wheel drive was built, which was mainly intended as a timber transporter for long timber.

The NAMI-012 was the only serious Soviet attempt to bring steam trucks to series production. In 1954 the project was dropped and never taken up again; none of the prototypes have been preserved.

Vehicle history

Front view of the cab
Side view of the vehicle
Top view. To see: the chimney and the filling openings for wood and water
This is a model of a JaAZ-200 that had the chassis and platform
A British Sentinel , one of the models for the NAMI-012 (2008)
A Škoda Sentinel in operation (2009)

prehistory

Steam- powered trucks were built in England as early as the 1920s and are now known as the Sentinel . Such trucks were also produced on the European mainland, especially at Škoda in Pilsen. This development was observed in the Soviet Union, as there were still parts of the country in the 1930s in which the supply of gasoline and diesel fuel was not guaranteed. Many trucks were operated with wood gas , including the GAZ-42 , the heavier ZIS-21 and also copies of the heavy chain tractors Stalinez-60 and Stalinez-65 . Steam propulsion was seen as a possible alternative and particularly favorable for forestry because the wood waste could have been used as fuel. In 1935, a Soviet development institute started to think about realizing a JaG-10 with steam drive, but the project did not go beyond the planning. Instead, the Moscow Nautschny Awtotraktorny Institute (German: Scientific Tractor Institute , NATI for short, renamed back to NAMI in 1946 ) procured a steam-powered automobile from the Doble company in 1936 in order to examine it. A British sentinel followed in 1938.

As a result of these investigations, a first prototype of a steam truck was built in 1940. It was based on a JaG-6 , a two-axle vehicle from the Jaroslawski Awtomobilny Sawod designed for a five-tonne payload . He received a steam engine of the type MP-28 (Russian МП-28) from the Soviet design, at 1500 min -1 made depending on the indication 120 or 140 hp. Unlike the steam engine used later, it was a long-stroke engine with a 75 mm bore and 130 mm piston stroke . With this engine, the vehicle reached a top speed of over 40 km / h. When the German-Soviet War broke out , work on the project was discontinued in 1941 and weapons technology was developed from then on.

At the end of the war, many newly produced trucks were used in the Soviet economy, for example from the Uljanowski Avtomobilny Sawod imeni Stalina . In addition, American trucks and a large number of captured vehicles from German production came into the country through the lending and leasing law . Apart from a few domestic wood-gas vehicles, they all had gasoline-powered engines. This posed a major problem for forestry as the liquid fuel supply in the more remote parts of Siberia and the Far East remained poor. The wood gas vehicles brought with them various problems that made them rather unsuitable for practical use. In particular, the tank wood had to be processed in a complex process - it had to be dry and brought to the right size. The designs were also very maintenance-intensive and weaker than gasoline-powered petrol engines of the same size.

Against this background, at the end of the war at NAMI, various projects were taken up again that had to be postponed for the development of war goods. Among them were the steam trucks. Above all, they made much lower demands on the fuel, since it did not have to be gasified, but could simply be burned in a steam boiler with a furnace. In 1946, a German DW 60 tractor from the Sachsenberg works came to NAMI, which in turn was analyzed and examined. The road tractor was designed for a trailer load of 15,000 kg and did not have its own loading area. Among other things, it served as a model for further development.

Construction and testing

The first NAMI-012 with platform was completed at the end of 1949. As with all subsequent vehicles, the chassis of the heavy JaAZ-200 , which had been in series production since 1947, was used for this purpose . It was a much more modern design than the JaG-6 that had been used before the war. In addition to the chassis, the wooden loading area was also retained. The cab, engine and transmission were removed and replaced with other components. The cab has been redesigned in a front-link design. The complete drive including the steam boiler, furnace, water tank and fuel bunker was arranged behind the driver. The boiler system and the steam engine were replaced several times because they turned out to be either too big or too weak. Supplied parts from German and French companies were used. The steam generator ultimately used delivered a maximum of 600 kg of live steam per hour at a pressure of 25 bar and a temperature of 420 or 425 ° C. On an average trip, the truck used at least 400 kg of wood per 100 km.

The steam engine used was a three-cylinder with a displacement of about 4.6 liters. It delivered its maximum torque at low speeds of 80 to 100 revolutions per minute, it was around 2350 Nm and was thus almost five times as high as that of the 112 hp two-stroke diesel engine of the JaAZ-200 with a similar displacement. The maximum output of 100 hp was delivered at around 1000 revolutions per minute. This high elasticity made it possible to install a gearbox with only two speed levels. A planetary gear was used to withstand the high engine torque . Since traction played a much larger role than the maximum speed in forestry, the latter was limited to around 40 to 45 km / h. In addition, the reduction of the rear axle was reduced from 8.22: 1 to 5.96: 1. Due to the changes, the curb weight increased by more than two tons compared to the JaAZ-200, the payload had to be reduced from seven to six tons.

A second NAMI-012 was built in mid-1950; this was provided with a bogie and stakes instead of a flatbed . Together with an optional one or two-axle trailer, also with stanchions, it was used to transport tree trunks. The tests began on November 2, 1950 and ended on August 25, 1951. It was found that the vehicles could transport 10% more load than comparable trucks with gasoline engines and even 50% more than similar trucks with wood gas drive. With road operation, the wood supply lasted 75 to 100 km, the water supply with 150 to 180 km significantly longer. Already at this time attempts were made to heat the vehicles with Masut , which was taken up again later with the NAMI-012B. Problems arose especially in winter operation, as the water in the tanks was kept liquid and liquid water also had to be refilled. A cold start took 23 to 40 minutes, depending on the ambient conditions.

Further developments

After completion of the testing phase, the vehicles were revised. From 1951 onwards, the NAMI-012A was created , which received a steam engine with higher power and a reinforced chassis for a seven-tonne payload. This was followed by the NAMI-012B , which was converted to masut firing, but this did not have the advantage that the wood waste could be used. This version also received a redesigned driver's cab and higher side walls.

In 1952 the most heavily modified version was built with the NAMI-018 . The vehicle, initially equipped with a flatbed, received the front axle of the JaAZ-214 and four-wheel drive . This switched on automatically when the rear wheels slip by more than 4%. In addition, a transfer case with off-road reduction was retrofitted. The steam engine had a maximum of 125 hp. For the tests in the forest, the truck was equipped with stakes and a corresponding trailer, the platform was removed. Only a single NAMI-018 was made, but photographs with a flatbed structure as well as a timber transporter have been preserved. Tests started in 1953 and lasted until the end of 1954.

aftermath

Drawing of a MAZ-501 that was ultimately built in series for the Soviet forest industry

The NAMI-012 and also the NAMI-018 were found to be suitable by technical commissions and even conditionally recommended for production. However, it should only be used where the supply of petrol and diesel was not guaranteed. In fact, there was never any preparation for series production. The project ended at the end of 1954, and steam engines were never used again in the Soviet Union for road vehicles. The main reason was that fuel availability improved significantly, even in remote regions. On this move, trucks with wood gasifiers also increasingly disappeared from the traffic scene, in the 1960s with further falling gasoline prices even many of the natural gas vehicles that had been specially developed.

In the Soviet forestry industry, the MAZ-501 , which was produced from 1955, prevailed. It was also equipped with all-wheel drive and otherwise looked a lot like the JaAZ-200. These vehicles were built until 1966 and then replaced by newer trucks such as the MAZ-509 . A total of five NAMI-012 and NAMI-018 were built, they were probably the first, last and also the only steam trucks specially designed for wood-firing. None of the prototypes have survived.

Technical specifications

The data refer to vehicles of the basic version NAMI-012 from the year of construction 1949.

  • Engine: three-cylinder steam engine
  • Power 100 hp (73.5 kW) at 900 min -1 , and 1000 min -1 indicated
  • Displacement: 4.60 l
  • Bore: 125.0 mm
  • Stroke: 125.0 mm
  • maximum torque: 2,350 Nm from 80 to 100 min -1
  • Steam pressure: 25 bar
  • Steam temperature: 420 ° C
  • Fuel: pieces of wood, maximum size 50 × 10 × 10 cm, as a test also masut
  • Fuel consumption: at least 400 kg wood / 100 km
  • Fuel supply: 350–400 kg, also stated as 380 kg
  • Tank capacity: 380 l of water
  • Range: 80–100 km
  • Clutch: three-plate dry clutch
  • Transmission: manual gearbox with two gears and switching between forward and reverse
  • Top speed: 40–45 km / h
  • Brake system: drum brakes on all four wheels, pneumatically operated
  • Drive formula : 4 × 2

Dimensions and weights

  • Length: 7690 mm
  • Width: 2630 mm
  • Height: 2475 mm
  • Wheelbase: 4520 mm
  • Turning circle (diameter): 19 m, measured on the front wheel
  • Front track: 1950 mm
  • Rear track: 1920 mm
  • Length of the loading area: 4500 mm
  • Tire size: 12.00-20 ″
  • Empty weight: 8300 kg
  • Payload: 6000 kg (+200 kg in the cab)
  • permissible total weight: 14,500 kg
  • Front axle load: 4640 kg
  • Rear axle load: 9860 kg
  • Seats in the driver's cab: 3

Individual evidence

  1. ↑ a b c d e f g L. M. Shugurow: АВТОМОБИЛИ России и СССР . First part, p. 249.
  2. ↑ a b c d e f g h i j k A. B. Jakutow (editor-in-chief): Автолегенды СССР Грузовики: НАМИ-012 . P. 3 ff.
  3. ↑ a b L. M. Shugurow: АВТОМОБИЛИ России и СССР . Second part, various pages.
  4. ↑ Паровой автомобиль НАМИ-012 . Article in «Грузовик Пресс» on the history of the vehicle. (Russian)

literature

  • II Trepenenkow, Ju. A. Dolmatowski: Тракторы и автомобили . Selchosgis, Moscow 1954.
  • LM Shugurov: АВТОМОБИЛИ России и СССР . First part. Ilbi / Prostreks, Moscow 1993, ISBN 5-87483-004-9 .
  • LM Shugurov: АВТОМОБИЛИ России и СССР . Second part. Ilbi / Prostreks, Moscow 1994, ISBN 5-87483-006-5 .
  • AB Yakutov (Editor-in-Chief): Автолегенды СССР Грузовики: НАМИ-012 . No. 20, DeAgostini, Moscow 2018.
  • The steam and gas turbine vehicle compared to the diesel vehicle. In: Motor vehicle technology 3/1955, pp. 74-78.

Web links