Overview[]
The 2DG-8M is a Soviet diesel engine developed in the mid 1950s.
Development[]
In 1955, a new engine based on the DG engine, named 2DG-8M, began to be developed intended for the experimental four-track heavy tank Ob. 279.
In 1960, the 2DG-8M diesel engine successfully passed bench and mileage tests in the Ob. 279 and by the beginning of 1961, it had practically eliminated all the comments identified by the interdepartmental commission. However, further work on the engine was stopped due to the ceasing of work on heavy tanks.
Design[]
It was a 999.3HP sixteen-cylinder diesel engine with a two-tier horizontal arrangement of the four cylinder blocks and supercharging from the driven centrifugal supercharger, which ensured the operation of the engine at significant inlet and outlet resistances. The diameter of the piston was 150mm, and its stroke was 160mm. A DGM was used as the basic design which was only an eight-cylinder version. A completely original scheme provided the engine with a low height and high overall power. However, the change in the layout and design of the diesel engine required the development of a number of new components and mechanisms. The initial naturally aspirated version of the diesel, which received the 2DG-8 name, had only had 700.2HP power. The crankcase of the 2DG-8M diesel was made heated, consisting of two bearing halves with a vertical connector along the axes of the crankshafts. A gearbox was mounted on the rear end of the crankcase, which included a housing, two gears elastically connected to the crankshafts and the gear of the power take-off shaft. The adjustment of the elastic elements of the gears of each crankshaft ensured a reduction in impact loads on the teeth. There was a special oil supply to lubricate and cool the gear teeth. The gearbox also housed a two-stage drive to the starter generator, which automatically switched from starter mode to generator mode. The gear ratio in the starter mode was 8.67, and in the generator mode, 2.48. The friction elements of the starter and generator branches of the drive were tuned to transmit a certain torque corresponding to the operating mode. The cylinder liners of the 2DG-8M diesel engine in groups (four sleeves each) were pressed into monoblocs with significant tension in the upper belt, which made it possible to ensure reliable operation of the gas joint. The sealing of the liquid cavity in the lower part of the cylinder liners was carried out by a set of rubber and metal rings clamped with nuts. However, this design caused ovalization of the sleeves, which created additional difficulties when working out the design of the piston. The engine used individual fuel pumps for each cylinder and connecting rods with a central joint, improved and tested during bench and mileage tests of the DG and DGM engines.
The fuel pumps were combined into block pumps (four pumps each). Small-sized fuel filters were installed in front of each fuel block pump to eliminate clogging. In addition, a drainage system was organized to release air from the fuel system. The pumps were controlled from the regulator via a special synchronizing mechanism. The fuel pump regulator had a servo mechanism and a built-in oil pump. The valves were driven by a lever mechanism located directly above them. To reduce the weight, the valve rods were hollow and nitrided, and the valve chamfers were surfaced from a heat-resistant alloy. Due to the fact that the limited dimensions of the MTO on the vehicle did not allow the use of a conventional vertical centrifugal oil pump in the filter, the design bureau offered a special design of a horizontal filter with a reactive drive.
The design of the 2DG-8M diesel engine ensured its operation at high temperatures of the coolant (at the outlet up to 120°C) and oil, as well as with rolls and tank trim, up to 45°C. For pre-heating at low temperatures, an oil filter, regulator and oil pump, as well as an engine crankcase, were equipped with special cavities for pumping the heating fluid. With further development of the diesel engine design, it was supposed to significantly improve its technical and economic parameters. Just as in the experimental diesel DTN-10 of the ChTZ, it was envisaged to use turbocharging, in which the power of the 2DG-8M diesel could be brought up to 1,199.2HP, mainly due to the exclusion of the drive supercharger, the power costs for the drive of which were more than 199.9HP. In addition, with the help of turbocharging, it was supposed to improve the fuel and oil efficiency of the engine.
 Soviet UnionVehicle Components Cold War Period (1946 — 1990) |
|---|
| Land Vehicle Components | ||
|---|---|---|
| Aiming | Stabilizers | Groza (-I • -II) |
| Engines / Powerplants | Gasoline Engines | [[]] |
| Diesel Engines | V-12 (-5 • -5B • -6B) • V-44 • V-45 • V-46 (-2s1 • -5M • -5MS • -6 • F) • V-54 (G • B • K • K-IS • K-IST) • V-55 (U • V) • V-59 (U) • DG (DGB • 2DG-8 • 2DG-8M) | |
| Gas Turbines | GTD-1 • GTD-2 • GTD-3 (T • TL • TP • TU) • GTD-4 • GTD-5 • GTD-350 (T) • GTD-450 (T) • GTD-700 • GTD-1000 (T • TF) • GTD-1200 (A) • GTD-1250 (G) • GTD-1400 • GTD-1500 | |
| Transmission | Gearboxes | [[]] |
| Transmissions | [[]] | |
| Steering | Steering Units | [[]] |
| Aviation Components | ||
|---|---|---|
| Engines / Powerplants | Combustion Engines | [[]] |
| Jet / Rocket Engines | [[]] | |
| Naval Components | ||
|---|---|---|
| Engines / Powerplants | Heading | [[]] |
| Heading | [[]] | |
| Sources | ||
|---|---|---|
| Books | Online | Documents |
| Отечественные Бронированные Машины 1945-1965 гг. - Часть 1 - Легкие, средние и тяжелые танки, М. В. Павлов, И. В. Павлов (ISBN 978-5-85905-623-1) | ||