The SMD engine is a diesel engine, well known to workers at machine and tractor stations (MTS), which were widespread during the existence of the USSR. The production of these engines began in 1958 at the Kharkov plant “Sickle and Hammer” (1881). Serial production of the family of SMD engines intended for aggregating various types of agricultural machinery (tractors, combines, etc.) was discontinued due to the cessation of the enterprise's activities (2003).

The line of these power units includes:

• 4-cylinder engines with in-line cylinders;
• inline 6-cylinder;
• V-shaped 6-cylinder units.

Moreover, any SMD motor has very high reliability. It is embedded in original design solutions, which, even by modern standards, provide a sufficient margin of operational safety for these motors.

Currently, SMD type power units are produced at the Belgorod Motor Plant (BMZ).

Specifications

OPTIONS	MEANING
Slave. cylinder volume, l	9.15
Power, l. With.	160
Crankshaft rotation speed, rpm. nominal/minimum (idling)/maximum (idling)	2000/800/2180
Number of cylinders	6
Cylinder arrangement	V-shaped, camber angle 90°
Cylinder diameter, mm	130
Piston stroke, mm	115
Compression ratio	15
Cylinder operating order	1-4-2-5-3-6
Supply system	Direct fuel injection
Fuel type/brand	Diesel fuel “L”, “DL”, “Z”, “DZ”, etc., depending on the ambient temperature
Fuel consumption, g/l. With. hour (rated/operating power)	175/182
Turbocharger type	TKR-11N-1
Starting system	Starting motor P-350 with remote start + electric starter ST142B
Starter fuel	A mixture of A-72 gasoline and motor oil in a ratio of 20:1
Lubrication system	Combined (pressure + spray)
Engine oil type	M-10G, M-10V, M-112V
Engine oil quantity, l	18
Cooling system	Water, closed type, with forced ventilation
Motor resource, hour	10000
Weight, kg	950...1100

The power unit was installed on tractors T-150, T-153, T-157.

Description

Diesel 6-cylinder V-shaped SMD engines are represented by a number of models SMD-60...SMD-65 and more powerful SMD-72 and SMD-73. All of these engines have a piston stroke less than the cylinder diameter (short-stroke version).

At the same time, in engines:

• SMD-60…65 uses turbocharging;
• SMD-72…73 charge air is additionally cooled.

The partitions between adjacent cylinders, together with the end walls of the crankcase, give the structure the necessary rigidity. Each cylinder block has special cylindrical bores into which cylinder liners made of titanium-copper cast iron are installed.

The layout of all engine components takes into account all the advantages provided by the V-shaped arrangement of cylinders. Placing the cylinders at an angle of 90° made it possible to place the turbocharger and exhaust manifolds in the camber between them. In addition, due to the displacement of the cylinder rows by 36 mm relative to each other, it was possible to install two connecting rods of opposite cylinders on one crankpin of the crankshaft.

The layout of the gas distribution mechanism parts differs from the generally accepted one. Its camshaft is common to two rows of cylinders and is located in the center of the crankcase. On the flywheel side, at its end there is a gear block, which includes gears for driving the gas distribution mechanism and the fuel pump.

During operation, the motor provides coarse and fine cleaning of diesel fuel. Engine oil is purified by a full-flow centrifuge.

The power unit is cooled with water. In winter, antifreeze can be used. The circulation of liquid in a closed cooling system is carried out thanks to a centrifugal water pump. A six-row tubular-plate radiator and a six-blade electric fan also take part in the cooling process.

The SMD 60 engine cooling system also provides thermosiphon circulation of the coolant inside the water jacket of the starting engine. However, it is able to provide cooling of the latter only for a short time. To avoid overheating, the operating time of the starting engine at idle speed should not exceed 3 minutes.

Maintenance

Maintenance of the SMD 60 engine comes down to constant monitoring of its operation and regular maintenance specified in its operating instructions. Only if these conditions are met, the manufacturer guarantees:

• long-term and trouble-free operation of the power unit;
• maintaining power characteristics throughout the entire service life;
• high efficiency.

Types of maintenance (MOT) are determined by the timing of their implementation depending on the number of engine hours worked:

1. Daily maintenance – every 8…10 engine hours.
2. TO-1 – after 60 hours.
3. TO-2 – every 240 mph.
4. TO-3 – 960 mph.
5. Seasonal maintenance - before the transition to the spring-summer and autumn-winter periods of operation.

The list of work that must be carried out for each type of maintenance is given in the engine operating instructions. In this case, work requiring disassembly of the power unit must be carried out only in enclosed spaces.

Malfunctions

Failures of SMD 60 engines are rare and arise, as a rule, due to violation of the rules of their technical operation.

FAULT	REMEDY METHODS
The release of crankcase oil through the exhaust pipe.	1. Long-term operation of the engine at low and/or idle speeds.
	2. Coking of cast iron sealing rings on the turbocharger rotor shaft.
	3. Large gap between the rotor shaft and the turbocharger bearing.
Release of motor oil through the flywheel housing.	1. The self-clamping oil seal is destroyed.
	2. The gearbox O-ring has been cut off.
There is no oil supply to the valve mechanism.	1. The camshaft bushing rotates.
	2. Clogged oil passages of the cylinder head.
	3. Loosening of the camshaft gear.
Extraneous knocks in the engine:
1. A loud, sharp knock.	The nozzle is broken.
2. Detonating knock.	The injection angle is incorrect.
3. Unclear knocking sound.	Broken valve guide; sticking of the pusher; connecting rod bearings were melted; the connecting rod bottom cover is loosened; crankshaft liners are melted.

Tuning

Motors used to power agricultural machines and mechanisms are not subject to tuning. Developed for specific operating conditions, they are, as a rule, perfectly balanced and interference with their design does not lead to positive results.

Families of such engines are presented by manufacturers in the form of wide lines with different power levels. At the same time, they are installed on certain types of special equipment, from which consumers choose those that most fully meet their requirements.

They work conscientiously for the benefit of people. Motors are constantly being improved. Either the designers are fighting to increase power, or they are reducing the weight of the engine. The development of engine manufacturing is influenced by factors such as changes in oil prices and stricter environmental standards. Despite all these difficulties, they are the main source of energy for cars.

Recently, many new developments have appeared that are aimed at improving traditional motors. Some of them are already at the implementation stage, while other new products are available only in the form of prototypes. However, it will not be long before some of these innovations will be implemented in new cars.

Lasers instead of spark plugs

Until recently, lasers were considered fantastic devices that ordinary people learned about from films about Martians. But today there are developments aimed at replacing them with laser devices. Traditional candles have one drawback. They do not produce a powerful spark that can ignite a fuel mixture with a large amount of air and a low concentration of fuel. Increasing power led to rapid wear of the electrodes. The use of lasers to ignite a lean fuel mixture looks very promising. Among the advantages of laser spark plugs, it should be noted that the power and ignition angle can be adjusted. This will immediately not only increase engine power, but also make the combustion process more efficient. The first ceramic laser devices were developed by engineers in Japan. They have a diameter of 9 mm, which is suitable for a range of car engines. The new product will not require significant modifications to the power units.

Innovative rotary engines

In the near future, pistons, camshafts, and valves may disappear. Scientists at the University of Michigan are working on creating a fundamentally new design for a car engine. The power unit will receive energy from the blast waves that support the movement. One of the main parts of the new installation is the rotor, the housing of which has radial channels. When the rotor rotates rapidly, the fuel mixture passes through the channels and instantly fills the free compartments. The design allows the outlet ports to be blocked, and the combustible mixture does not leak out during compression. Since fuel enters the compartments very quickly, a shock wave is formed. It pushes a portion of the fuel mixture into the center, where ignition occurs, and then exhaust gases are exhausted. Thanks to this original solution, the researchers managed to reduce fuel consumption by 60%. The weight of the engine also decreased, which led to the creation of a light car (400 kg). The advantage of the new engine will be a small number of rubbing parts, so the engine life should increase.

Scuderi development

Scuderi employees have prepared their version of the engine of the future. It has two types of piston cylinders, which allows more efficient use of the generated energy.

The uniqueness of the development lies in the connection of two cylinders using a bypass channel. As a result, one of the pistons creates compression, and in the second cylinder the fuel mixture ignites and gases are released.

This method allows you to use the generated energy more economically. Computer models show that the fuel consumption of the Scuderi engine will be 50% less than that of traditional internal combustion engines.

Thermally split motor

The efficiency of the Scuderi engine was increased thanks to the thermal separation of the engine into 2 parts. One problem remains unresolved in a conventional four-stroke engine. Different clocks perform better in certain temperature ranges. Therefore, scientists decided to divide the engine into two compartments and place a radiator between them. The motor will operate according to the following scheme. In cold cylinders, the fuel mixture will be injected and compressed. This ensures maximum efficiency in cold conditions. The combustion process and exhaust of gases occurs in hot cylinders. Presumably this technology will provide fuel savings of up to 20%. Scientists plan to refine this type of motor and achieve 50% savings.

Mazda Skyactiv-G engine

The Japanese company Mazda has always strived to create innovative engines. For example, some production cars are equipped with rotary power units. Now the automaker's designers are thoroughly focused on fuel economy. Next year it is planned to release a car with the Skyactiv-G engine. It will be the first model from the Skyactiv family. The subcompact version of the Mazda2 will be equipped with a 1.3 liter Skyactiv-G sports engine. The torque will be distributed by a CVT gearbox. The power plant has a high compression ratio, which achieves fuel savings of up to 15%. The developers claim that average gasoline consumption will be about 3 l/100 km.

Various automakers equipped their cars with boxer engines. This design is not without flaws, which engineers continue to work on. As you know, in a boxer engine, the cylinders are horizontal and the pistons move in opposite directions. EcoMotors designers placed two pistons in each cylinder, which are directed towards each other. The crankshaft is located between the cylinders, and connecting rods of different lengths are used to move the pistons in one cylinder. This arrangement of the piston group makes it possible to reduce the weight of the engine, since massive cylinder heads are not required. The piston stroke in an opposed unit is also significantly shorter than in a traditional gasoline engine. According to EcoMotors engineers, a car with an OPOC engine should consume about 2 liters of gasoline per 100 km.

Pinnacle powertrain

Another promising development is based on a boxer engine. In the Pinnacle engine, two pistons move towards each other, being in the same cylinder. Between them, the fuel mixture ignites. The engine has two crankshafts and connecting rods of the same length. This design allows for enormous energy savings at a low cost of the power unit. It is expected that the efficiency of the gasoline engine can be increased by 50%. All over the planet, scientists are looking for new approaches to creating powerful, economical and environmentally friendly internal combustion engine models. Some developments look quite promising, while others have a less rosy future. However, only time will judge who will bask in glory and whose developments will end up on the dusty shelves of the archive.

United Engine Corporation (UEC, part of Rostec) has brought several new products to the market in recent years, including the promising PD-14 engine, power plants for Russian Navy ships to replace Ukrainian ones, as well as modern helicopter engines. In addition, the company is thinking about creating a domestic engine for the SSJ. Deputy General Director - General Designer of the corporation Yuri Shmotin, in an interview with RIA Novosti columnist Alexey Panshin at the MAKS-2019 air show, spoke about work to improve the PD-14, the creation of a new family of engines for aircraft, as well as a promising helicopter engine and power plant for the Su-57 .

- Yuri Nikolaevich, what main projects would you highlight?

For the Rostec aviation cluster, the key projects in engine building are, of course, PD-14 and PD-35. However, there are other equally important projects. This is, firstly, the TV7-117ST-01 for the Il-114-300 aircraft, this is the TV7-117ST engine unified with it for the Il-112V. In addition, through the developer of these engines, UEC-Klimov, we have initiated two more projects. The first is the VK-650V engine for the Ka-226. Based on the solutions that will be incorporated into this engine, a family of power plants from 500 to 700 horsepower can be created. The second project is VK-1600V. This is the base engine that will be installed on the Ka-62 helicopter. These engines are in great demand in Russia today.

We work not only on a family of engines for helicopters, military transport and civil aviation. You, of course, know all the work that is being done today on engines for combat aircraft of the AL-41 family, as well as on a promising engine. These topics are key and are implemented according to the established deadlines.

In addition, UEC completed work commissioned by the Ministry of Defense to develop basic gas turbine engines for the Russian Navy from 8 thousand horsepower to 25 thousand horsepower. These are engines of the M70 family, both for air-cushioned ships of the Zubr and Murena class, and the highly anticipated M90FR engine for ships of projects 22350 and 20386. These engines make it possible to form almost the entire range of power units for ships of the Russian Navy and meet the needs of the Ministry of Defense. This year, work is underway to create a repair production for marine engines. After-sales service and engine repair is a very important area in which we see development prospects.

- You mentioned the VK-650V engine. At what stage is development?

The work has been initiated, it is under the control of Rostec and is funded. This year the preliminary technical design will be approved, and we will begin ordering the material part. The first engine will be assembled in the near future. All schedules have been defined and deadlines have been set.

Not so long ago, the head of Rostec, Sergei Chemezov, said that Ansat would receive a domestic engine in four years. Is this not the one you are talking about?

If an engine with a power of 600 or 700 horsepower is sufficient for a helicopter, then, of course, we will offer our VK-650V engine.

- What now with the project of a promising helicopter engine (PDE)?

We reconfigured the MPE program, which was implemented as a set of measures to ensure the creation of a new power plant for a high-speed helicopter based on the VK-2500 engine, more than a year ago. Today it is called PDV-4000. We position this power plant as a new generation engine in the 4000-5000 horsepower class. Issues with deadlines are still under agreement with Russian Helicopters. For ourselves, we clearly configured that this should be a new generation engine that can be installed on both helicopters and airplanes. It is very difficult to occupy a product niche with your product, but it is even more difficult to maintain your presence in this niche. PDV-4000 should be at least 10 percent better than its predecessor in this class. In other areas the same philosophy. For example, already now, having made the PD-14 engine, we are laying the foundation for creating an engine in this power class that will surpass it.

By the way, about PD-14. What will be the line of promising engines of this family? Will the less powerful PD engine be installed on the SSJ instead of the SaM-146?

This power unit (PD-14 - ed.) was developed as part of a program to create engines with a thrust of 9 to 18 tons. The gas generator for all these engines can be unified. If we are talking about smaller engines, such as SaM-146, then the air flow through the internal circuit in such engines should be less than that of the PD-14 gas generator. In order to create an engine that will compete with the SaM-146 in terms of fuel efficiency and at the same time have a diameter close to it, a gas generator is needed that is smaller than that of the PD-14. We understand that the Sukhoi Superjet family of aircraft requires an engine that will surpass the SaM-146 in performance. We are working to lay the groundwork for creating a new generation of engines. If we receive an order from GSS, we will be ready to present such an engine in the foreseeable future.

- That is, there is no order yet, and you are carrying out this work on your own initiative?

There is no signed contract. If necessary, an engine will be created. But I repeat once again, we are working to form the groundwork for creating an engine of the PD family of this size.

- You said earlier that you are laying the foundation for improving the PD-14. What does it mean?

There are plans to increase the power of the PD-14 engine by increasing the bypass ratio of the fan and developing a PD-16 engine on its basis with higher performance. This modification will be in demand for MS-21-400. Our goal is not to develop a large number of different engines, but to make one basic unified gas generator and an engine based on it, which in the future will become widespread and will not require modifications for similar classes of aircraft, with the exception of adaptation and modernization of software.

Not long ago, Alexander Inozemtsev stated that the cost of the PD-35 program is about $3 billion. How much did it cost to create the PD-14?

I would not like to answer even in general terms, since these numbers can be interpreted in different ways. Should the amount include technical re-equipment, creation of new technologies, and so on? Other Rostec holdings also carried out a large amount of work on the engine; their contribution should also be taken into account. You and I know that the cost depends on the availability of NTZ, the readiness of the production base, on its traction, on its dimensions. This is not a secret, but we won’t give a figure yet. I can only say that the cost of the PD-14 project is significantly lower than those engines that were created in this power class abroad.

- How many engines have already been delivered to Irkut?

We have already installed three engines. Further deliveries will proceed according to the schedule specified in the contract.

Now about the PD-35. There is a lot of talk that it will be offered for the CR929, that it can be installed on the twin-engine version of the Il-96, but these are all plans. What specific aircraft is it created for?

The PD-35 program involves the creation of a high-thrust engine with a completion date for development work in 2027. The engine is being developed to power the CR929 wide-body long-haul aircraft. We are at the stage of negotiations with the Chinese side on the configuration of this program. Much will depend on the work on the aircraft. Of course, with this product we are making a claim that we are entering a new segment for ourselves. In 2020-2021, I hope, we will agree on the technical requirements for the use of an engine based on a gas generator, which is being created as part of the PD-35 program for the Russian platform. Yes, the IL-96 as a platform can be equipped with such an engine, and the twin-engine version of this aircraft can increase its fuel efficiency very significantly.

In the summer of 2017, news spread throughout the scientific and technical community - a young scientist from Yekaterinburg won the all-Russian competition for innovative projects in the field of energy. The competition is called “Breakthrough Energy”, scientists no older than 45 years old are allowed to participate, and Leonid Plotnikov, associate professor of the Ural Federal University named after the first President of Russia B.N. Yeltsin" (Ural Federal University), won a prize of 1,000,000 rubles.

It was reported that Leonid developed four original technical solutions and received seven patents for internal combustion engine intake and exhaust systems, both turbocharged and naturally aspirated. In particular, modification of the intake system of a turbo engine “according to the Plotnikov method” can eliminate overheating, reduce noise and the amount of harmful emissions. And modernization of the exhaust system of a turbocharged internal combustion engine increases efficiency by 2% and reduces specific fuel consumption by 1.5%. As a result, the motor becomes more environmentally friendly, stable, powerful and reliable.

Is this really true? What is the essence of the scientist’s proposals? We managed to talk with the winner of the competition and find out everything. Of all the original technical solutions developed by Plotnikov, we settled on the two mentioned above: modified intake and exhaust systems for turbocharged engines. The style of presentation may seem difficult to understand at first, but read carefully, and in the end we will get to the point.

Problems and challenges

The authorship of the developments described below belongs to a group of UrFU scientists, which includes Doctor of Technical Sciences, Professor Yu.M. Brodov, Doctor of Physical and Mathematical Sciences, Professor B.P. Zhilkin. and Candidate of Technical Sciences, Associate Professor L.V. Plotnikov. The work of this particular group was awarded a grant of one million rubles. In the engineering study of the proposed technical solutions, they were assisted by specialists from Ural Diesel Engine Plant LLC, namely, the head of the department, candidate of technical sciences Shestakov D.S. and Deputy Chief Designer, Candidate of Technical Sciences Grigoriev N.I.

One of the key parameters of their research was the heat transfer coming from the gas flow into the walls of the inlet or outlet pipeline. The lower the heat transfer, the lower the thermal stress, the higher the reliability and performance of the system as a whole. To estimate the intensity of heat transfer, a parameter is used that is called the local heat transfer coefficient (denoted as αx), and the task of the researchers was to find ways to reduce this coefficient.

Rice. 1. Change in local (lх = 150 mm) heat transfer coefficient αх (1) and air flow velocity wх (2) in time τ behind the free compressor of a turbocharger (hereinafter referred to as TC) with a smooth round pipeline and different rotation speeds of the TC rotor: a) ntk = 35,000 min-1; b) ntk = 46,000 min-1

The issue for modern engine building is serious, since gas-air ducts are included in the list of the most thermally loaded elements of modern internal combustion engines, and the task of reducing heat transfer in the intake and exhaust tracts is especially acute for turbocharged engines. Indeed, in turbo engines, compared to naturally aspirated engines, the pressure and temperature at the inlet are increased, the average temperature of the cycle is increased, and the gas pulsation is higher, which causes thermomechanical stress. Thermal stress leads to fatigue of parts, reduces the reliability and service life of engine components, and also leads to suboptimal fuel combustion conditions in the cylinders and a drop in power.

Scientists believe that the thermal stress of a turbo engine can be reduced, and here, as they say, there is a nuance. Typically, two characteristics of a turbocharger are considered important - boost pressure and air flow, and the unit itself is taken as a static element in calculations. But in fact, the researchers note, after installing a turbocompressor, the thermomechanical characteristics of the gas flow change significantly. Therefore, before studying how αx changes at the inlet and outlet, it is necessary to study the gas flow itself through the compressor. First - without taking into account the piston part of the engine (as they say, behind the free compressor, see Fig. 1), and then - together with it.

An automated system for collecting and processing experimental data was developed and created - the values ​​of the gas flow rate wx and the local heat transfer coefficient αx were taken and processed from a pair of sensors. In addition, a single-cylinder engine model was assembled based on the VAZ-11113 engine with a TKR-6 turbocharger.

Rice. 2. Dependence of the local (lх = 150 mm) heat transfer coefficient αх on the crankshaft rotation angle φ in the intake pipeline of a supercharged piston internal combustion engine at different crankshaft speeds and different TC rotor speeds: a) n = 1,500 min-1; b) n = 3,000 min-1, 1 - n = 35,000 min-1; 2 - ntk = 42,000 min-1; 3 - ntk = 46,000 min-1

The studies have shown that the turbocharger is a powerful source of turbulence, which affects the thermomechanical characteristics of the air flow (see Fig. 2). In addition, the researchers found that the installation of a turbocharger itself increases αx at the engine inlet by about 30% - partly due to the fact that the air after the compressor is simply much hotter than at the inlet of a naturally aspirated engine. The heat transfer at the exhaust of the engine with a turbocharger installed was also measured, and it turned out that the higher the excess pressure, the less intense the heat transfer occurs.

Rice. 3. Diagram of the intake system of a supercharged engine with the possibility of discharging part of the forced air: 1 - intake manifold; 2 - connecting pipe; 3 - connecting elements; 4 - compressor TK; 5 - electronic engine control unit; 6 - electro-pneumatic valve].

In total, it turns out that to reduce thermal stress the following is necessary: ​​in the intake tract it is necessary to reduce turbulence and air pulsation, and at the outlet, create additional pressure or vacuum, accelerating the flow - this will reduce heat transfer, and in addition, will have a positive effect on cleaning the cylinders from exhaust gases .

All these seemingly obvious things needed detailed measurements and analysis that no one had done before. It was the figures obtained that made it possible to develop measures that in the future are capable, if not of making a revolution, then certainly of breathing, in the literal sense of the word, new life into the entire engine building industry.

Rice. 4. Dependence of the local (lх = 150 mm) heat transfer coefficient αх on the crankshaft rotation angle φ in the intake pipe of a supercharged piston internal combustion engine (ntk = 35,000 min-1) at a crankshaft speed n = 3,000 min-1. Proportion of air discharge: 1 - G1 = 0.04; 2 - G2 = 0.07; 3 - G3 = 0.12].

Removing excess air from the intake

First, the researchers proposed a design to stabilize the inlet air flow (see Figure 3). An electro-pneumatic valve, embedded in the intake tract after the turbine and at certain moments releasing part of the air compressed by the turbocharger, stabilizes the flow - reduces the pulsation of speed and pressure. As a result, this should lead to a reduction in aerodynamic noise and thermal stress in the intake tract.

But how much does it need to be reset for the system to work effectively without significantly weakening the effect of turbocharging? In Figures 4 and 5 we see the results of the measurements: as studies show, the optimal share of exhaust air G lies in the range from 7 to 12% - such values ​​reduce heat transfer (and therefore thermal load) in the engine intake tract to 30%, that is , bring it to values ​​characteristic of naturally aspirated engines. There is no point in further increasing the share of discharge - it no longer gives any effect.

Rice. 5. Comparison of the dependences of the local (lх = 150 mm, d = 30 mm) heat transfer coefficient αх on the crankshaft rotation angle φ in the intake manifold of a supercharged piston internal combustion engine without venting (1) and with venting part of the air (2) at ntk = 35,000 min-1 and n = 3,000 min-1, the share of excess air discharge is equal to 12% of the total flow].

Ejection at exhaust

Well, what about the exhaust system? As we said above, in a turbocharged engine it also operates at elevated temperatures, and in addition, you always want to make the exhaust as conducive to maximum cleaning of the cylinders from exhaust gases as possible. Traditional methods for solving these problems have already been exhausted; are there any other reserves for improvement? It turns out there is.

Brodov, Zhilkin and Plotnikov argue that gas purification and the reliability of the exhaust system can be improved by creating additional vacuum, or ejection, in it. The ejection flow, according to the developers, just like the intake valve, reduces flow pulsation and increases volumetric air flow, which contributes to better cleaning of the cylinders and increased engine power.

Rice. 6. Diagram of the exhaust system with an ejector: 1 – cylinder head with a channel; 2 – exhaust pipeline; 3 – exhaust pipe; 4 – ejection tube; 5 – electro-pneumatic valve; 6 – electronic control unit].

Ejection has a positive effect on heat transfer from the exhaust gases to the parts of the exhaust tract (see Fig. 7): with such a system, the maximum values ​​of the local heat transfer coefficient αx are 20% lower than with a traditional exhaust - with the exception of the period of closing the intake valve, here the heat transfer intensity is on the contrary, slightly higher. But in general, heat transfer is still less, and the researchers made the assumption that an ejector at the exhaust of a turbo engine will increase its reliability, since it will reduce heat transfer from gases to the walls of the pipeline, and the gases themselves will be cooled by the ejection air.

Rice. 7. Dependence of the local (lх = 140 mm) heat transfer coefficient αх on the crankshaft rotation angle φ in the exhaust system at excess exhaust pressure pb = 0.2 MPa and crankshaft rotation speed n = 1,500 min-1. Exhaust system configuration: 1 - without ejection; 2 - with ejection.]

What if we combine?..

Having received such conclusions at the experimental installation, the scientists went further and applied the acquired knowledge to a real engine - the 8DM-21LM diesel engine produced by Ural Diesel Engine Plant LLC was chosen as one of the “test subjects”. Such engines are used as stationary power plants. In addition, the work also used the “younger brother” of the 8-cylinder diesel engine, 6DM-21LM, also V-shaped, but with six cylinders.

Rice. 8. Installation of a solenoid valve for releasing part of the air on an 8DM-21LM diesel engine: 1 - solenoid valve; 2 - inlet pipe; 3 - exhaust manifold casing; 4 - turbocharger.

On the “junior” engine, an exhaust ejection system was implemented, logically and very ingeniously combined with an intake pressure relief system, which we looked at a little earlier - after all, as shown in Figure 3, the exhaust air can be used for the needs of the engine. As you can see (Fig. 9), tubes are laid above the exhaust manifold into which air taken from the inlet is supplied - this is the same excess pressure that creates turbulence after the compressor. The air from the tubes is “distributed” through a system of electric valves, which are located immediately behind the exhaust port of each of the six cylinders.

Rice. 9. General view of the modernized exhaust system of the 6DM-21LM engine: 1 – exhaust pipeline; 2 – turbocharger; 3 – gas outlet pipe; 4 – ejection system.

Such an ejection device creates additional vacuum in the exhaust manifold, which leads to equalization of gas flow and weakening of transient processes in the so-called transition layer. The authors of the study measured the air flow velocity wх depending on the crankshaft rotation angle φ with and without exhaust ejection.

From Figure 10 it can be seen that during ejection the maximum flow velocity is higher, and after closing the exhaust valve it drops more slowly than in a manifold without such a system - a kind of “purge effect” is obtained. The authors say that the results indicate stabilization of the flow and better cleaning of the engine cylinders from exhaust gases.

Rice. 10. Dependences of local (lx = 140 mm, d = 30 mm) gas flow velocity wх in the exhaust pipeline with ejection (1) and traditional pipeline (2) on the crankshaft rotation angle φ at crankshaft rotation speed n = 3000 min-1 and initial overpressure pb = 2.0 bar.

What's the result?

So, let's take it in order. Firstly, if a small part of the air compressed by the compressor is discharged from the intake manifold of a turbo engine, it is possible to reduce the heat transfer from the air to the walls of the manifold by up to 30% and at the same time maintain the mass flow of air entering the engine at a normal level. Secondly, if you use ejection at the exhaust, then the heat transfer in the exhaust manifold can also be significantly reduced - the measurements taken give a value of about 15% - and also improve the gas purification of the cylinders.

By combining the shown scientific findings for the intake and exhaust tracts into a single system, we will obtain a complex effect: by taking part of the air from the intake, transferring it to the exhaust and precisely synchronizing these pulses in time, the system will level out and “calm down” the flow of air and exhaust gases. As a result, we should get an engine that is less thermally loaded, more reliable and productive compared to a conventional turbo engine.

So, the results were obtained in laboratory conditions, confirmed by mathematical modeling and analytical calculations, after which a prototype was created, on which tests were carried out and positive effects were confirmed. So far, all this has been implemented within the walls of UrFU on a large stationary turbodiesel (motors of this type are also used on diesel locomotives and ships), but the principles embedded in the design could also take root on smaller engines - imagine, for example, that a GAZ Gazelle, UAZ Patriot or LADA Vesta receive a new turbo engine, and even with better characteristics than its foreign counterparts... Is it possible that a new trend in engine building will begin in Russia?

Scientists from UrFU also have solutions for reducing the thermal load of atmospheric engines, and one of them is channel profiling: transverse (by introducing an insert with a square or triangular cross-section) and longitudinal. In principle, using all these solutions, it is now possible to build working prototypes, carry out tests and, if the outcome is positive, launch mass production - the given design and construction directions, according to scientists, do not require significant financial and time costs. Now there should be interested manufacturers.

Leonid Plotnikov says that he considers himself primarily a scientist and does not set a goal to commercialize new developments.

Among the goals, I would rather name further research, obtaining new scientific results, and developing original designs of gas-air systems for piston internal combustion engines. If my results are useful to industry, then I will be happy. I know from experience that implementing results is a very complex and labor-intensive process, and if you get immersed in it, there will be no time left for science and teaching. And I am more inclined towards the field of education and science, and not towards industry and business

Associate Professor at the Ural Federal University named after the first President of Russia B.N. Yeltsin" (Ural Federal University)

However, he adds that the process of implementing the research results on the power machines of PJSC Uralmashzavod has already begun. The pace of implementation is still low, all the work is at the initial stage, and there are very few specifics, but the enterprise is interested. We can only hope that we will still see the results of this implementation. And also that the work of scientists will find application in the domestic automobile industry.

How do you evaluate the results of the study?

Tractor engine T-150: brands, installation, conversion

The T-150 and T-150K tractors were developed by engineers of the Kharkov Tractor Plant. This model replaced another original KhTZ development - the T-125, the production of which was discontinued in 1967.

The T-150 was in development for several years and entered mass production in 1971. Initially it was a T-150K model - a tractor on a wheelbase. Since 1974, production of a caterpillar tractor labeled T-150 began.

The principle laid down by KhTZ engineers when developing the T-150 and T-150 K was the maximum unification of these models. Wheeled and tracked tractors have as similar a design as possible, taking into account the different propulsion systems. In this regard, most spare parts and assemblies are marked for the T-150, but it is understood that they are also suitable for the T-150K wheeled tractor.

Engines installed on the T-150 tractor

The motors on the T-150 and T-150K tractors are front-mounted. The clutch and gearbox are connected to the unit via a clutch. The following engines were installed on the T-150 wheeled and tracked tractors:

• SMD-60,
• SMD-62,
• YaMZ-236.

Engine T-150 SMD-60

The first T-150 tractors had an SMD-60 diesel engine. The motor had a fundamentally different design for that time and was very different from other units for special equipment.

The T-150 SMD-60 engine is a four-stroke, short-stroke engine. It has six cylinders arranged in 2 rows. The engine is turbocharged, has liquid cooling and direct fuel injection systems.

A feature of the engine of the T-150 SMD-60 tractor is that the cylinders are not located opposite each other, but with an offset of 3.6 cm. This was done in order to install the connecting rods of opposite cylinders on one crankpin of the crankshaft.

The configuration of the T-150 SMD-60 engine was radically different from the structure of other tractor engines of that time. The engine cylinders had a V-shaped arrangement, which made it much more compact and lighter. Engineers placed a turbocharger and exhaust manifolds in the camber of the cylinders. The ND-22/6B4 diesel supply pump is located at the rear.

The SMD-60 engine on the T-150 is equipped with a full-flow centrifuge for purifying engine oil. The engine has two fuel filters:

1. preliminary,
2. for fine cleaning.

Instead of an air filter, the SMD-60 uses a cyclone type installation. The air purification system automatically cleans the dust bin.

Features of the T-150 SMD-60 engine

On the T-150 and T-150K tractors with the SMD-60 engine, an additional P-350 gasoline engine was used. This starting engine was a carburetor-type, single-cylinder, water-cooled engine that generated 13.5 hp. The water cooling circuit of the launcher and SMD-60 is the same. The P-350, in turn, was started by the ST-352D starter.

To facilitate starting in winter (below 5 degrees), the SMD-60 engine was equipped with a PZHB-10 pre-heater.

Technical characteristics of the SMD-60 engine on the T-150/T-150K

engine's type	diesel internal combustion engine
Number of bars
Number of cylinders
Cylinder operating order
Mixing formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
Power
Compression ratio
Engine weight
Average consumption

Engine T-150 SMD-62

One of the first modifications of the T-150 tractor was the SMD-62 engine. It was developed on the basis of the SMD-60 engine and had a largely similar design to it. The main difference was the installation of a compressor on a pneumatic system. Also, the power of the SMD-62 engine on the T-150 increased to 165 hp. and number of revolutions.

Technical characteristics of the SMD-62 engine on the T-150/T-150K

engine's type	diesel internal combustion engine
Number of bars
Number of cylinders
Cylinder operating order
Mixing formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
Power
Compression ratio
Engine weight
Average consumption

Engine T-150 YaMZ 236

A more modern modification is the T-150 tractor with the YaMZ 236 engine. Special equipment with the YaMZ-236M2-59 engine is still produced to this day.

The need to replace the power unit had been brewing for years - the power of the original SMD-60 engine and its successor SMD-62 was simply not enough in some situations. The choice fell on a more productive and economical diesel engine produced by the Yaroslavl Motor Plant.

This installation was first put into wide production in 1961, but the project and prototypes have existed since the 50s and have proven themselves quite well. For a long time, the YaMZ 236 engine remained one of the best diesel engines in the world. Despite the fact that almost 70 years have passed since the design was developed, it remains relevant to this day and is also used in new modern tractors.

Features of the YaMZ-236 engine on the T-150

The T-150 tractor with the YaMZ-236 engine was mass-produced in various modifications. At one time, both naturally aspirated and turbocharged engines were installed. In quantitative terms, the most popular version was the T-150 with the YaMZ-236 DZ engine - an aspirated engine with a displacement of 11.15 liters, a torque of 667 Nm and a power of 175 hp, which was started by an electric starter.

Technical characteristics of the YaMZ-236D3 engine on the T-150/T-150K

engine's type	diesel internal combustion engine
Number of bars
Number of cylinders
Mixing formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
Power
Engine weight
Average consumption

YaMZ-236 engine on modern T-150

The YaMZ-236 M2-59 engine is installed on the new T-150 wheeled and tracked tractors. This engine is unified with the YaMZ-236, which was produced until 1985, and the YaMZ-236M, the production of which ceased in 1988.

The YaMZ-236M2-59 engine is a naturally-aspirated diesel engine with direct fuel injection and water cooling. The engine has six cylinders arranged in a V-shape.

Technical characteristics of the YaMZ-236M2-59 engine on the T-150/T-150K

engine's type	diesel internal combustion engine
Number of bars
Number of cylinders
Mixing formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
Power
Engine weight
Average consumption

Re-equipment of T-150 tractors: installation of non-original engines

One of the reasons why the T-150 and T-150K tractors have become so popular is their high maintainability and ease of maintenance. The machines can be easily converted and installed other non-native equipment that would be more efficient for performing specific tasks.