Military Review

The most incredible piston motor

47
The most incredible piston motor

Suppose a son asks you: "Dad, what is the most amazing motor in the world"? What will you answer him? 1000-strong unit from Bugatti Veyron? Or the new AMG turbo engine? Or a dual supercharged Volkswagen engine?


Recently, a lot of cool inventions have appeared, and all these pressurized-injections seem surprising ... if you don’t know history. For the most amazing engine that I know of was made in the Soviet Union and, as you might guess, not for the Lada, but for tank T-64 It was called 5TDF, and here are some amazing facts.

He was a five-cylinder, which in itself is unusual. He had 10 pistons, ten connecting rods and two crankshafts. The pistons moved in cylinders in opposite directions: first towards each other, then back again, towards again, and so on. The power take-off was carried out from both crankshafts, so that it was convenient for the tank.

The engine worked on a two-stroke cycle, and the pistons played the role of spools, which opened the intake and exhaust ports: that is, it had no valves and camshafts. The design was brilliant and efficient - the two-stroke cycle provided maximum liter capacity, and direct-flow blowdown provided high quality cylinder filling.

Everything else 5TDF was a diesel engine with direct injection, where the fuel was fed into the space between the pistons shortly before the moment when they reached the closest approach. Moreover, the injection was carried out by four nozzles on a cunning trajectory to ensure instantaneous mixture formation.

But this is not enough. The engine had a turbocharger with a twist - the enormous dimensions of the turbine and compressor were placed on the shaft and had a mechanical connection with one of the crankshafts. Ingeniously - in the acceleration mode, the compressor was cranked up from the crankshaft, which excluded the turbojam, and when the exhaust gas flow properly rotated the turbine, its power was transferred to the crankshaft, increasing the efficiency of the engine (this turbine is called power).

On top of that, the engine was multi-fuel, that is, it could run on diesel fuel, kerosene, aviation fuel, gasoline, or any mixture of them.

Plus, there are about fifty unusual solutions, such as composite pistons with heat-resistant steel inserts and a dry sump lubrication system, like racing cars.

All the tricks had two goals: to make the engine as compact, economical and powerful as possible. For the tank, all three parameters are important: the first facilitates the layout, the second improves the autonomy, the third - maneuverability.

And the result was impressive: with a working volume of 13,6 liters in the most forced version, the engine developed more than 1000 HP. For the 60 diesel, this was a great result. In terms of specific liter and overall power, the motor exceeded analogues of other armies several times. I saw it live, and the layout is really amazing - the nickname “Suitcase” really suits him. I would even say "tightly packed suitcase."

He did not catch on due to excessive complexity and high cost of living. Against the background of 5TDF, any car engine - even from the Bugatti Veyron - seems somehow banal. And what the hell is not joking, the technician can make a revolution and again return to the solutions once used on the 5TDF: a two-stroke diesel cycle, power turbines, a multi-injector injection.

Began a massive return to the turbo engines, which at one time were considered too difficult for non-sports cars ...
Originator:
http://krasnov74.ru/
47 comments
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  1. Canep
    Canep 27 February 2014 08: 10
    +30
    Then 10D100 is an alien development

    10 cylinders 20 pistons and connecting rods, 2 crankshafts, installed since the 50s on diesel locomotives 2TE10
    Kharkov tank builders decided to attach a successful diesel locomotive to the tank. It didn’t work out very well, the moody engine turned out.
    1. And Us Rat
      And Us Rat 27 February 2014 10: 08
      0
      It was called 5TDF, and here are some amazing facts ...

      Two-stroke boxer diesels for the needs of aviation and the navy at the beginning of the 20th century were built by the English firms Doxford LB and Beardmore.
      The boxed diesel engine of the English company Beardmore, created in the thirties of the last century, developed 505 hp. at 1750 rpm
      1. And Us Rat
        And Us Rat 27 February 2014 15: 11
        +1
        Quote: And Us Rat
        Beardmore
    2. svp67
      svp67 27 February 2014 10: 12
      +7
      Quote: Canep
      Then 10D100 is an alien development

      But these German, even before the war and military era ...




      1. ramsi
        ramsi 27 February 2014 11: 21
        +1
        but the four-row shemka, it seems, should not work like that ...
    3. Geisenberg
      Geisenberg 27 February 2014 12: 29
      +2
      In general, the idea of ​​a suitcase is not ours unfortunately. It was Junkers who was the first to develop such a diesel engine for bombers, but it didn’t work out for him. But ours didn’t work out very well either.
      1. jasorgho
        jasorgho 27 February 2014 16: 04
        +2
        shaves in the first world similar engines on torpedo boats set: 1 cylinder 2 pistons. Due to the low weight of such engines
      2. Kyzmich
        Kyzmich 2 January 2018 17: 36
        +2
        Actually, this is not so.
        The author of this scheme with reciprocating pistons is a Russian engineer-Finn by nationality, for whom Junkers was "squeezed out" of a patent.
        It was a long time ago, even in tsarist Russia.
        1. Kyzmich
          Kyzmich 2 January 2018 17: 53
          +2
          A diesel engine with opposite-moving pistons with two crankshafts was first built at the Kolomensky Zavod. Constructor, chief engineer of Kolomensky Zavod Raymond Alexandrovich Koreyvo, November 6, 1907 patented an engine in France, then demonstrated it at international exhibitions. After these demonstrations, Junkers began to produce similar engines and, according to Junkers' drawings, the Nobel plant. The complaint filed by Koreyvo was not even considered, since A. Meshchersky, the managing director of the Kolomensky Zavod prevented this, who did not want to quarrel with influential foreigners
    4. Jipo
      Jipo 27 February 2014 18: 37
      +3
      The Kharkovites, as far as I read, used the ideas of Junkers, he had a two-stroke engine, and copied from it.
  2. sscha
    sscha 27 February 2014 08: 14
    +10
    Riding on layout, maintainability, etc. I considered the engine "Ikarus" (opposed), and "Tatras" (air)!
    But when I saw 82TDF in 5, the first question was: "What is this - the engine? And does it still work?" belay laughing hi
    They can, if they want !!!
    1. olegff68
      olegff68 27 February 2014 10: 02
      +5
      Quote: sscha
      Riding on layout, maintainability, etc. I considered the Ikarus engine

      Let's call them by their names Ikarus engines - manufactured by the Rába plant, under license from MAN. yes
      1. Argon
        Argon 27 February 2014 16: 02
        +4
        Yes, and they can only be called opposed by a person far from technology and with a rich imagination. In general, the main problem of the 5TDF / 6TDF engine is in the "fundamental flaws" of the thermodynamic cycle of a two-stroke diesel engine and is the reverse side of its advantages (high specific power). In established modes, these disadvantages are trying to underestimate the increase in the average temperature of the cycle (and, ultimately, thermal efficiency), but going this way aggravate the negative in accelerating modes (and have to acquire devices like a power turbine, many bells and whistles in the fuel system) General layout, although it helps to somewhat simplify production and provides maximum compactness of the design, at times worsens maintainability. This is all to the fact that everything in technology is differentiated, and when creating the "best" engine (being carried away by its certain parameters), one must be prepared for the fact that the flaws will be just as "bright" as well as dignity.
        1. sscha
          sscha 27 February 2014 16: 19
          0
          Dear! Read carefully! "... boxer engine" Ikarus "..."
          Who said for the T-64 ??? !!!
          "... a person far from technology and with a rich imagination ..." - well, well! hi
          Z.Y. Nothing personal. hi
          1. Argon
            Argon 27 February 2014 21: 56
            0
            Yes, yes, my dear sscha, I, in the context of your mentioning of the very in-line six (horizontal design) -licensed MAN, is a very "easy to repair" device, especially on site. For example, replacing one of two (!) Oil pumps. one gasket (for 6 cylinders) for two cylinder heads (for 3 cylinders).
            1. sscha
              sscha 28 February 2014 13: 51
              +2
              Dearest! I, unlike you, do not even minus you wink !!
              I was talking about Ikarus "accordions" (urban)! smile
              And the last: 1. I expressed my opinion about the article, but did not try to show my erudition (which is sad for me, unlike you), or to show my own, backed up by years of work with a piece of paper or weeks with a slide rule, professional suitability (which I can understand or accept, as you wish).
              2. "cyclones" on the T-62, I feel you did not clean with your pens, and how to properly service the "guitar" you, too, seem to be a layman!
              Conclusion: For such narrowly specialized sites exist.
              Z.Y. If I'm wrong - do not blame me, dear!
              Nothing personal! hi
              Argon, are you angry ??? !!! repeat So you're wrong !!! love hi
        2. The comment was deleted.
        3. Krokodil68
          Krokodil68 12 September 2017 02: 23
          0
          Bleat!
          A person with a HIGHER EDUCATION ...
          - negОТив
          - nЕto magnify
          - dЕconference

          Argon! Well, I'm sorry .. but KAPETS is the same .. FAST!
    2. self-propelled
      self-propelled 27 February 2014 23: 22
      +3
      Quote: sscha
      I considered the engine "Ikarus" (boxer)

      I beg your pardon, but the Ikarus engine is horizontal, but not boxer request
    3. Rzzz
      Rzzz 16 October 2018 22: 54
      0
      Ikarus was not a boxer engine! There was a row six in horizontal execution in order to stop it fit under the floor. Only MAN developed such motors, the Hungarians took a license from them and produced at Raba's facilities
  3. saag
    saag 27 February 2014 08: 34
    +3
    it was on the TE3 locomotive that I first saw such an arrangement
  4. ramsi
    ramsi 27 February 2014 09: 11
    +4
    after all, in theory, if you invert the scheme - the crankshaft is in the middle, and 10 pots are opposite, then the same is obtained in terms of displacement, but the length increases noticeably and the crankshaft becomes more complicated, not to mention the heads, which are harder and heavier than crankcases; the head of 5TDF is apparently one unit with the block; camshaft and no valves; mixture formation and combustion should be better, but blowing the cylinders worse ... Without boost it should be bad at all. Why is it complicated and moody? .. What cooling does he have?
  5. Ivan Petrovich
    Ivan Petrovich 27 February 2014 09: 18
    +2
    if I am not mistaken, the drawings of this engine were stolen by our valiant scouts from the British. Even some kind of program was about this. And if this motor was so good, then why is it not being used now? After all, V-2, for example, has a million modifications, in contrast
  6. Vita_vko
    Vita_vko 27 February 2014 09: 19
    +4
    Everything is new, it is well forgotten old. With ingenious solutions, now it’s generally tense, and with their implementation, in general, trumpet, protectionism and corruption destroy all the know-how in the bud.
  7. Kapitan Oleg
    Kapitan Oleg 27 February 2014 09: 53
    +7
    Here are colleagues, the first Kostovich engine, in which the oncoming movement of the pistons is applied.
    Kostovich for the first time on an internal combustion engine used electric ignition and counter movement of pistons in opposed cylinders. The first innovation soon became common to all ICEs, and the second one forty years later, in 1920, was patented by the famous aviation firm G. Junkers. Many diesel engines were made according to a similar scheme: the German YuMO-204, installed on the Luftwaffe Junkers Ju-86K and Dornier Do-18 aircraft, the American 38D8 1/8 of the Frenbecks-Morse company, which was equipped with minesweepers arriving in the USSR Our designers have used this principle more than once: this is the domestic 2D100, which still operates on thousands of mainline diesel locomotives of the TE3 series, as well as the pride of Soviet tank building - the Charom 5TD and 6TD diesels.

    After Kostovich's engine was classified, this masterpiece of engineering art was kept in a special room of the repair plant at the Okhtinskaya shipyard in St. Petersburg. With the advent of Soviet power, the secrecy was not abolished and the mysterious engine was there until 1947, when it was transferred to the museum organized at the Air Force Academy in the town of Monino near Moscow, where it is presented in the "Aircraft Engines" exposition. In 1965, at the factory of visual aids, located in the building of the Polytechnic Museum and part of the Society for the dissemination of political and scientific knowledge "Knowledge", two models of this unique engine were made. One of them is installed in the entrance hall of the museum and is intended to illustrate the motor device. In another, cutouts are made in two cylinders, the operation of the crank mechanism and the drive of the ignition system is visible. This working model is located in the training area of ​​the "Transport" department, and it is launched after the end of the excursion-lecture on the topic "Internal Combustion Engines" to get acquainted with the principle of operation and pioneering technical solutions first used by the outstanding Russian engineer and inventor Ogneslav Stefanovich Kostovich
  8. loginovich
    loginovich 27 February 2014 11: 08
    +1
    The engine worked on a two-stroke cycle, and the pistons played the role of spools that opened the inlet and outlet windows: that is, he had no valves and camshafts))))))))
    A connoisseur learn the theory of internal combustion engines. 2-stroke engines do not have exhaust and suction valves, so there is no need to drive the rocker arms, but the fuel pumps are driven from the camshaft through fists
    1. trapov
      trapov 27 February 2014 11: 52
      +1
      Ship from Burmeister and Vine, Stork had an exhaust valve.
    2. pv1005
      pv1005 April 11 2017 13: 43
      0
      Quote: loginovich
      Connoisseur teach ICE theory. 2-stroke engines do not have exhaust and suction valves

      Here, here, actually, in theory they are called INLET and OUTLET. hi
  9. brn521
    brn521 27 February 2014 11: 10
    +2
    I remember something from history, at first this engine was very abused in the army. But over the years, the engine was drafted to about the condition, making it parallel to multi-fuel, and army technicians got used to the unusual design, and everything seemed to settle down.

    Quote: Ivan Petrovich
    if I am not mistaken, the drawings of this engine were stolen by our valiant scouts from the British.

    And then about 10 years old they tried to figure them out? In this case, the situation is similar to whether the Kalashnikovs can be considered clones of the old German storm troopers. Maybe they stole it, the intelligence has such a job. But then I had to significantly redo and rework in order to at least release the first working prototype.
  10. Owl
    Owl 27 February 2014 11: 34
    +2
    The Soviet army with the operation of the T-64, equipped with the 5TD-F engine, sucked crap out of unreliability, it turned out that it was better to have a more reliable, but more bulky engine, as a result, the T-72 appeared.
  11. speron
    speron 27 February 2014 14: 18
    +1
    In practice, in the railway depot, the TO-2 workshop was repaired by diesel locomotives TE-3, TE-7 with diesels with counter pistons and diesel locomotives M-62. TEP-60. Engines with counter-moving pistons are interesting, and it seems to be simpler in execution compared to conventional ones. The most sophisticated unit is the connecting shaft between the crankshafts. But for repair, in order to remove the current cylinder jacket or a burnt out piston, it is necessary to remove the upper crankshaft, removing all the main bearing housings. With the same malfunctions of a conventional diesel engine, you remove only the block head separate for each cylinder.
    1. ramsi
      ramsi 27 February 2014 14: 32
      0
      tell me, a burned-out piston - you need to try, but the current shirt ... - are the cylinders sleeved?
      1. anomalocaris
        anomalocaris 27 February 2014 15: 50
        +1
        Have you ever taken apart an engine?
        1. ramsi
          ramsi 27 February 2014 17: 12
          0
          I ask about an engine with oncoming pistons, where there are gaskets under the head (as well as the head itself), it seems
          1. Pashhenko Nikolay
            Pashhenko Nikolay 27 February 2014 20: 03
            0
            On 2d100 and 10d100, a shirt is pressed on the cylinder liners, forming a water cooling cavity. Between the shirt and the sleeve there are o-rings that often flow.
  12. nikcris
    nikcris 27 February 2014 15: 03
    0
    Another tireless discovery voiced.
    I was especially pleased that I was surprised by the five cylinders. I also have five in my car. Let him guess why.
    And manic passion to indicate first of all for diesels the maximum power is a sign of breathtaking amateurism. While indicating the volume.
    Angener, however. recourse
    1. Rzzz
      Rzzz 16 October 2018 23: 01
      0
      I also have five in my car. Let him guess why.


      Patamushto Volkswagen put 6 cylinders in more expensive configurations, and not one normal manufacturer did not repeat such nonsense.
  13. nikcris
    nikcris 27 February 2014 15: 19
    0
    I'll be back - I haven't read the end of the article. Let the author raise the hood and take a look at the Bugatti diesel. Let him go to a car dealership and see how a turbocharged diesel engine looks today on a Korean. And let him keep the multi-nozzle injection for himself. Here and with one (15 - 000 rubles / piece), you will be stunned.
  14. RONIN-HS
    RONIN-HS 27 February 2014 15: 25
    +1
    The engine is unusual and it may be worth it to work with it using modern technologies and materials.
    But, type in Wikipedia "Balandin's engine" - this is the thing !!!
    "... The last of S. Balandin's experimental connecting rod engines, the double-acting eight-cylinder OM-127RN, developed a power of 3500 hp (2576 kW). It had a fuel injection system and turbocharging.
    Specific parameters ОМ — 127РН: power - 146 l. s / l, fuel consumption at maximum power - 200 g / hp per hour, mass - 0,6 kg / l. with.
    Summarizing the advantages of a rodless engine, it can be noted that compared to a number of reciprocating internal combustion engines and gas turbines, it is more compact, less metal-intensive. For the manufacture of many of its parts, the applicable technology and equipment of motor-building industries in the automotive industry are suitable.
    All experiments and research on connecting rod engines were carried out at one time by specialists in aircraft engine building. Serially for the needs of aviation, however, it was not produced, since it is suitable only for propeller driven machines, whose time has passed. The development of S. Balandin's ideas in relation to automobile engines is of interest. So, at one of our automobile plants, a group of designers under the leadership of R. Rozov developed a project for a connecting rod engine with an X-shaped arrangement of cylinders. The near future, apparently, will show how real are the prospects for using a connecting rod engine on a car in conditions of mass production ... "
    ".... The scheme of mutual displacement of the elements of the mechanism proposed by him (kinematic scheme) was applied in a rodless engine.
    The engineering embodiment of these inventions was obtained in an experimental OMB engine, where cylinders, their heads and pistons from a five-cylinder aircraft engine M-HA were used. In comparison, the radial four-cylinder conrod engine is 33% more powerful and 84% smaller in cross-sectional area. But the most important result is that due to the reduction of friction losses between the piston and the cylinder, the mechanical efficiency increased from 0,86 to 0,95, and the service life increased. With the use of a rodless mechanism, the cylinder-piston group ceased to limit the reliability and durability of the motor ... "
    This is where designers need to work. For military vehicles, such an engine is definitely needed.
    1. lvictor
      lvictor 11 November 2018 02: 49
      0
      About the materials. For the cylinder, you can use ceramics, and on the piston to attach a ceramic screen and is without lubrication and without cooling. Excessive heat can be removed by passing air between the wall of the ceramic sleeve and the metal cylinder into which it is inserted.
  15. RONIN-HS
    RONIN-HS 27 February 2014 15: 30
    0
    ... and further:
    "... The capabilities of Balandin's motors are very large. So far, only they have managed to constructively simply implement a two-way working process in the cylinders and in this way almost double the engine power without significantly increasing its dimensions (they only increase slightly due to the lengthening of the rods). Only on these engines, at high power, can spool valve timing be applied, which was previously possible only on small engines, for example for racing bikes. As a result, the valve timing, which was disturbed in large engines due to the huge load on the valve mechanisms, can be regulated. motors, an average piston speed of 80 m / s can be achieved, while in the best samples of connecting rod engines it does not exceed 30 m / s (at a higher piston speed, the effective engine power rushed to zero due to the advanced growth of losses, mainly by overcoming the growing forces of friction) .The connecting rod mechanism practically does not react it will increase the average piston speed; the effective power of such motors is 5-6 times (and with double action, 10 times) higher than the power of connecting rod motors of the same dimensions and weight. This is evidenced by the graph in the book. It is limited to a range of up to 100 m / s, but the curves seem to tend to break out of this limit. No one in the world - although the largest firms have taken on the job - has not yet managed to create a conventional piston aircraft engine with a capacity of more than 6000 hp. from. The taboo was imposed by the same crank mechanism. Under the leadership of S.S. Balandin, an aircraft engine with a capacity of 10000 liters was built. s, weighing less than 3,5 tons, a connecting rodless aircraft diesel engine with a capacity of 14000 liters was developed. from. But in principle, you can build a motor for all twenty thousand liters. from. And with just 24 cylinders. For comparison: the 7755 hp XR-5000 aircraft piston engine designed by Lycoming (USA). from. had 36 cylinders and much worse performance. But an increase in average speed is an increase in revolutions, an increase in inertial loads, vibrations ... "
    http://www.zshare.net/download/4982889afea182/
    1. ramsi
      ramsi 27 February 2014 18: 04
      +1
      I'm not a dvigelist, but the praises of Balandin's scheme seem exaggerated to me. The increased friction between the piston and cylinder is "compensated" by the friction in the unloading pins on the crankcase; the moving masses are no less than in the traditional one; double-sided combustion chambers are still a Trojan horse, because to the breakthrough of gases into the crankcase through the rings, a path will be added through the rod, which will be in the combustion chamber during combustion. I see some interest in only one variety, where the unloading pins are replaced by connecting rods, but to call such a scheme is simpler - the language does not turn
      1. Galan
        Galan 27 February 2014 19: 48
        0
        "The increased piston-cylinder friction is there" compensated by "friction in the balancing pins on the crankcase".
        The temperature conditions of friction pairs are different. In addition, forced lubrication without oil burns is provided.
        "... blowing gases into the crankcase through the rings will add a path through the rod, which will be in the combustion chamber during combustion."
        The danger of gases bursting through the stem seals is not more, but between and less than in the "classic". The breakthrough of gases through the rod located in the combustion chamber is eliminated by using more resistant materials (ceramics). As for the design of the piston group, using the kinematic principle of the Balandin engine, it is possible to offer enough options, for example, gears with internal engagement instead of rod pins.
        1. ramsi
          ramsi 27 February 2014 20: 59
          0
          [quote = galan]
          [/ quote] The temperature conditions of friction pairs are different. In addition, forced lubrication is provided without burning oil. [/ Quote]
          - oil burns out in cylinders will not go anywhere, and it will be more difficult to provide additional lubrication space
          [/ quote] As for the design of the piston group, using the kinematic principle of the Balandin engine, you can offer enough options, for example, gears with internal gearing instead of rod pins .. [/ quote]
          - What gears, what additional cranks - it is not easier
  16. RONIN-HS
    RONIN-HS 27 February 2014 15: 38
    0
    sorry, and yet, I could not restrain myself ... repeat
    ... "And here, it turns out, the Balandin motors are out of competition. The vibration oscillograms of the most powerful samples taken in three axes seem implausible. The amplitudes are only 0,05-0,1 mm. Even the quietest turbines are often less balanced in character.

    The perfect balance of Balandin motors is maintained for any number of cylinders. From the base blocks of four cylinders (although one- and two-cylinder engines are possible), it is possible, as from cubes, to add any composition without doubting their excellent behavior. What engine can boast such ductility?

    And add economy here. The specific fuel consumption of Balandin motors is, on average, 10% lower than that of connecting rod ones. By shutting off the fuel supply to one or more of the cylinder banks, the engine can be made to operate at high and almost constant economy at modes from 0,25 to rated power. The mode of operation at partial loads - which is the main and, oddly enough, the least studied mode of the vast majority of engines - has received much attention lately. After all, a conventional engine is good only in a narrow range of powers and speeds. A little to the side - and all of its characteristics deteriorate. In addition, it has been experimentally established that the specific fuel consumption in Balandin's engines can be reduced by at least another 10% by using the so-called extended expansion cycle, that is, with a longer piston stroke. This cycle is not profitable in conventional engines, since their dimensions have to be greatly inflated. In connecting rodless engines, the required increase in dimensions is exactly half as much, and given their initial small size, such a 'gift' is a sin not to accept.

    And the last thing. The production of prototypes of Balandin engines was on average 1,6 times cheaper than the production of conventional piston engines of equal power, moreover, serial ... "
    Aw, engine drivers, where are you? smile
  17. Ximik-degozator
    Ximik-degozator 27 February 2014 15: 43
    +2
    For me, the most incredible piston engine has always been the 56-cylinder marine diesel M534 (56ChNSP 16/17) manufactured by the Zvezda plant, made according to the Zvezda scheme smile
  18. nikcris
    nikcris 27 February 2014 16: 12
    0
    Quote: RONIN-HS
    Aw, engine drivers, where are you? smile

    And where is Wankel - he’s even cooler. At the same time he was in the ASh series on the NSU-80. And even on the Volga and Lada.
    Here is an abstract example for you - where is the Tu-144d? And the Tu-160 flies.
    1. Krokodil68
      Krokodil68 24 January 2018 15: 00
      0
      About NSU Ro 80 ..
      ----------------------
      "... Welcomed by the European automotive community with great enthusiasm, the Ro 80 soon disappointed many. The problems began in the second or third year of operation, when the Wankel engine required major repairs. The manufacturer had to lower the standard mileage before overhaul from 100 to 50 thousand km. But and up to this threshold, most engines fell short - many copies of the NSU Ro 80 required replacing or overhauling the engine after 30 thousand kilometers. And the loss of power was felt after a run of 24 thousand kilometers.
      In 1970, Ro 80's reputation fell to such an extent that NSU had problems selling new cars. Volkswagen Group had to invest additional funds in finalizing the RPD in order to increase the engine resource. The solution to the problem was found in replacing the material from which the rotor sealing plates were made. Until 1970, seals were made of alloy steel, of which the rotor was made. This material can withstand elevated temperatures, has sufficient wear resistance, but has a rather large expansion coefficient when heated. As a result of compaction in a cold RPD, a breakthrough of gases was allowed, which destroyed the end parts of the sealing plates. By replacing alloy steel with titanium carbide (the Ferrotic brand name is Ferrotic), the designers achieved seal stability over a wide range of operating temperatures. The engine resource has increased dramatically, but at the same time, the complexity and cost of production have increased. Titanium carbide is a type of refractory cermets that is difficult to machine.
      No matter what efforts Volkswagen makes to support the losing RPD model, NSU Ro 80 was notorious among consumers. Sales fell year by year. And in 1977, the concern decided to discontinue the production of Ro 80, stopping research work in the field of improving rotary piston engines .... (c)
      https://wiki.zr.ru/NSU_Ro_80
  19. erofich
    erofich 27 February 2014 16: 25
    +2
    As a diesel engineer I write, the more cylinders. all the more, it turns out. Maximum 16 and no more. Reliability is the main criterion. Opposite pistons are good - just as an idea. Darkness and sucks.
  20. loginovich
    loginovich 27 February 2014 18: 54
    0
    Quote: trapov
    oud from Burmeister and Vine, Stork had an exhaust valve.

    Absolutely true if you change the tense of the verb “had” to have
  21. nikcris
    nikcris 27 February 2014 18: 57
    0
    Quote: erofich
    As a diesel engineer I write, the more cylinders. all the more, it turns out. Maximum 16 and no more. Reliability is the main criterion. Opposite pistons are good - just as an idea. Darkness and sucks.

    Let me ask you - are you sure that the diesel pile driver is the pinnacle of diesel engineering? There is one cylinder. One soldier in the service with one rope and canister of fuel oil-solarium. Not afraid to discuss with me on this subject? I also had crazy bulldozers made by the Chuvashs in my submission. No, the Chuvash soldiers were quite sane, but bulldozers ...
  22. Odessa tramp
    Odessa tramp 27 February 2014 20: 49
    0
    It seems like Koreiko in Kolomna came up with a scheme with RAP (oppositely moving pistons)?
    The best engine - reliable and inexpensive! But on the BMP, it would be extremely nice to make a central-motor layout with the opposite - and there is a place, and it will not bury its nose.
    And Kharkovites dopped this family very well, there are a lot of modifications.
    1. Sergey S.
      Sergey S. 13 May 2017 15: 05
      0
      Quote: Odessa tramp
      It seems like Koreiko in Kolomna

      R. Koreyvo ...
  23. Hug
    Hug 1 March 2014 01: 20
    0
    Kharkov tank "Oplot" will receive a 1500 hp engine.
    http://www.vestnik-rm.ru/news-4-7600.htm

    Main battle tanks BM "Oplot" produced in Kharkov can get 6TD-3 engines with a capacity of 1500 hp. Sergei Gromov, General Director of the Ukroboronprom Group of Companies, said that a tank engine of this power is being developed by the Kharkiv Engine Design Bureau.

    It is provided in several versions, in particular with hydrostatic and hydromechanical transmission.

    It should be noted that the 6TD-3 engine began to be created back in the 80s, for the promising Soviet tank Object 477 "Molot" at that time. Political instability, lack of necessary funding and technical problems led to the fact that work on this power plant was, in fact, disrupted. A car with a 1200 hp engine came out for testing.

    And, although work on a promising tank in Kharkov stopped at the end of the 90s, the process of fine-tuning the 6TD-3 continued. In September 2011, in Nizhny Tagil, at the VIII International Exhibition of Arms, Military Equipment and Ammunition, a dimensional model of the new 6TD-3 engine was presented. It was noted that the engine, developed by the specialists of the "Kharkov Engine Engineering Design Bureau", aroused great interest of experts and potential customers. It can be operated in any climatic conditions (up to 55 ° C) and is unmatched for these indicators. Now 6TD-3 is being prepared for serial production.

  24. Sledgehammer
    Sledgehammer 26 March 2014 05: 08
    0
    The two-stroke engines 5TDF and 6TD are all known. limitations.
    Exhaust with increased oil consumption, relatively low torque at
    consequence and work at high speeds because of which the resource is reduced without saying
    already high cost (two crankshafts and x 2 more pistons) + moodiness in tuning.
    1. Oleg_p
      Oleg_p 22 January 2018 06: 41
      +1
      All the shortcomings indicated by you fade in comparison with the main shortcoming of the engine - the composite piston. Moreover, the connection is threaded through tricky springs.
  25. Krokodil68
    Krokodil68 20 October 2016 06: 03
    0
    Quote: Argon
    ... nЕto magnify ... ... negОtiv ... ... dЕdifferentiated ...

    Maybe well, huh? wink
    Engine building ...

    Maybe it's better to buy a primer?
    1. pv1005
      pv1005 April 11 2017 15: 02
      0
      Quote: Krokodil68
      Quote: Argon
      ... nЕto magnify ... ... negОtiv ... ... dЕdifferentiated ...

      Can, well, but ? wink
      Engine building ...
      Maybe it's better to buy a primer?

      Yes, yes, better ABC book. WELL HIS NAFIG.
      1. Krokodil68
        Krokodil68 24 January 2018 15: 04
        0
        With Internet slang, znazitstsa .. completely unfamiliar?
        If with "nuegonafig" .. "correcting"? lol
        Pichalka ...