Collapse in technical terms

Currently in Russia, marine diesel engines are produced by 10 enterprises, as well as several dozen enterprises specializing in the production of components. From the point of view of the legal status, almost all diesel-building enterprises are corporatized in the form of open joint-stock companies, which for many years have been conducting separate activities, trying to survive in the conditions of a general stagnation of industry.

Unfortunately, some of them could not stand the loss of orders and ceased to exist: the former Nobel plant OJSC "Russian Diesel" (main two-stroke medium-speed engines of their own design with a capacity of 3440, 4700 and 6305 kW at n \u003d 640-900 rpm, engines under license MAN company with a capacity of 450-1800 kW at n \u003d 900-1000 rpm and engines licensed by Semt-Pielstik with a capacity of 2868, 3330 kW at n \u003d 520, 550 rpm) and built in the 80-90s by JSC " Leningrad Diesel Plant "(medium-speed engines licensed by Wärtsilä with a capacity of 580-7380 kW at n \u003d 720-1000 rpm). In addition, in the pre-perestroika period, medium-speed diesel engines were also produced by JSC Pervomaiskdizelmash (Ukraine).

Therefore, in Russia at present, with the departure of the above enterprises, a free niche has formed in the market of powerful medium-speed diesel engines. OJSC "RUMO" and OJSC "Kolomensky Zavod" are actively working here, but the latter has a priority line of diesel locomotive diesel engines D49.

The situation is similar in the market of low-power (up to 100 kW) high-speed marine engines. In connection with the departure of manufacturers to the CIS countries (OJSC Yuzhdizelmash Ukraine, OJSC Rigas Dieselis, Latvia (ceased to exist as a diesel plant), only OJSC Dagdizel remained in Russia, which produces engines with a capacity of up to 44 kW. Very sluggish this market sector includes OJSC “Barnaultransmash” based on the 34 kW VAZ-3415 automobile diesel engine Therefore, many Russian enterprises, trying to fill a vacant niche, create marine modifications of these engines on the basis of automobile and tractor diesel engines and offer them to non-traditional consumers.

Russian diesel factories produce marine engines in very narrow ranges and are targeted at a certain range of consumers. Thus, seven out of ten plants produce diesel engines in the range from 500 to 1500 kW. Only three plants (BMZ, KTZ and Zvezda) have a wider range, but do not fully cover the needs of shipbuilding. At the same time, successful foreign companies (MAN, Wärtsilä, etc.) produce engines of various sizes in the power range from several units to tens of thousands of kW, forming standard-size series in which modifications unified in design (from several tens to several hundred) are combined, differing number of cylinders, speed, boost level, equipment, etc. This allows, in contrast to Russian companies, to significantly expand the range of developed engine modifications, increase the quantitative output, accelerate the development of new engines and use them as a power plant in any industrial or transport object.

At present Russia cannot make four-stroke diesel engines with the following capacity:

• medium speed above 3700 kW (main engines of large fishing vessels, oil tankers, bulk carriers, tugs, etc.)
• high-speed in the range from 44 to 118 kW (auxiliary engines and emergency diesel generators for ships of all classes and purposes, main engines of river vessels)
• high-speed up to 5 kW (lifeboat engines, emergency diesel generators).

The solution to the problem for medium-speed diesel engines is possible in the following ways:

• expansion of the power range of marine diesel engines based on the implementation of the concept of dual-purpose engines (DPM) when creating marine diesel engines with an aggregate capacity of 8-10 thousand hp. on the basis of engines of JSC "Kolomensky Zavod" of dimension CHN26 / 26 and aggregate power of 4-5 thousand hp. on the basis of LLC "Ural Diesel Engine Plant") dimension CHN21 / 21,
• development of new types of engines that meet modern requirements: JSC "Rumo" (ChN22 / 28), JSC "Barnaultransmash" (series BMD ChN15 / 18),
• modernization of existing diesel engine designs for use in shipbuilding: OOO UDMZ (ChN21 / 21), ZAO Volzhsky Diesel named after Maminykh "(ChN21 / 21).

In general, the achieved parameters of ship engines in terms of efficiency, the possibility of using fuels of increased viscosity, good weight and size characteristics and resource indicators allow us to consider it expedient to use units with the indicated diesel engines on vessels of a promising construction.

However, the indicators of Russian-made diesel engines in terms of harmful emissions remain unsatisfactory. Russian diesel plants do not pay enough attention to this issue, therefore, at present, the use of their products on foreign navigation vessels is becoming more and more problematic (with the exception of certain brands of licensed diesel engines (BMZ) and new developments (Kolomensky Zavod).

Considering the widespread use of diesel engines in the power industry of domestic ships, naval organizations are interested in the continuous improvement of their technical and economic indicators, the main of which are: fuel efficiency, reliability, durability (resources), maintainability, ease of maintenance, vibroacoustic characteristics (VAC), weight, etc. dimensions, environmental safety.

In recent years, active processes of integration of individual enterprises into financial and industrial groups have been observed in diesel engineering. Examples of such integration are:

• the merger of the Yaroslavl enterprises (Yaroslavl Motor Plant, Yaroslavl Fuel Equipment Plant and Yaroslavl Diesel Equipment Plant) and OJSC Barnaultransmash under the auspices of GAZ Group;
• the merger of OJSC Volzhsky Diesel named after Maminykh, CJSC St. Petersburg Diesel Equipment Plant and LLC Kandalaksha Experimental Machine-Building Plant under the auspices of CJSC PFC Eurotrade;
• incorporation of Bryansk Machine-Building Plant OJSC, Penzadieselmash OJSC and Kolomensky Zavod OJSC into Transmashholding CJSC.

Numerous attempts by a number of diesel-building enterprises to establish joint production with Western diesel-building firms have not yet been crowned with success. The purchase and an attempt to master the production of engines under the licenses of foreign firms did not lead to the intended results. Examples of such unsuccessful attempts in recent years were: the discontinuation of production at Dieselprom of engines licensed by MTU, medium-speed engines from Holibi at BMZ, the failure to master the production of automobile engines by the Austrian company Shtaer at the Gorky Automobile Plant, and refusal to produce engines under license from Iveco "To" Autodiesel ". The reason is that foreign firms, as a rule, agree to the transfer of licensing documentation for outdated types of engines, while prohibiting the export of these engines outside Russia. The only engine-building plant currently engaged in mastering the production of licensed engines 6 and 8 CHN 32/40 by MAN B&W is RUMO OJSC, Nizhny Novgorod.

Prospects for marine diesel engine building

Diesel is not an end-use product, therefore, when looking at the prospects for the industry, one should first assess the demand. Can the recently adopted Federal Targeted Program, which aims to improve the balance, efficiency and safety of the transport system, rectify the situation? Obviously, there is no state without active intervention. The main form of government support for the renewal of vehicle fleets is the subsidization of interest rates on loans and lease payments on air, sea and river transport. For diesel-building enterprises, the implementation of this program means an increase in demand for their products and, as a result, the development of the industry itself. However, the diesel industry needs much more fundamental help.

In aggregate, according to various forecasts, Russia will need to build 1,462 vessels by 2010, not counting floating facilities for the development of the continental shelf and orders of the Navy, and modernize 68 vessels for the river fleet. Diesel engines will be in demand in a wide power range from 5 kW (lifeboat engines, emergency diesel generators, etc.) to 5-10 MW (main engines of large oil tankers and bulk carriers). At the same time, diesel engines in the range of 500-1000 kW (main and auxiliary engines of river and sea vessels) and 5-6 MW (main engines of sea tankers and dry cargo ships) will have the greatest need. According to the Ministry of Transport of the Russian Federation, by 2010, 326 vessels of the river fleet should be built, mainly vessels of mixed navigation with a total carrying capacity of more than 1 million tons, and 68 transport and passenger vessels should be modernized.

Mixed navigation vessels of the "river-sea" type have an average carrying capacity of approximately 3.0-5.0 thousand tons with two main engines of 600-700 kW each. Currently, in connection with the growth of cargo turnover on inland waterways, there is a tendency to increase the carrying capacity of ships and, consequently, the power of the main engines.

As of 01.01.2006, 28.7 thousand vessels were registered in the Russian River Register, of which 18 thousand were self-propelled, 10.7 thousand were non-self-propelled / 13 /. The average age of river vessels is approaching 30 years. Accordingly, the age of the engines in operation is close to this indicator, and, therefore, the engines have already passed the overhaul period and require replacement. At the same time, the diesel fleet in the river fleet includes about 30 thousand diesel engines of 40 standard sizes and over 300 modifications. These are mainly Daldizel, Barnaultransmash, Zvezda and RUMO engines.

An important role in the revitalization of the marine diesel market can be played by the introduced Guideline R.002-2002 "Renovation of inland and mixed (river-sea) vessels", which provides for a mandatory procedure for replacing main engines and will ensure reliable and cost-effective operation of vessels for another 15-20 years.

An extremely important area of \u200b\u200bthe domestic market for civil shipbuilding in the coming years will be the creation of ships and technical floating facilities for the development of oil and gas fields on the Arctic shelf. At the same time, the peak of work on the development of Arctic shelf hydrocarbon fields will fall on 2013-2015. The development of the Arctic will require the creation of a wide range of transport, service and technical vessels and floating structures, adapted to work in difficult climatic conditions. In the near future, according to some estimates, Russia will need more than 100 vessels to navigate the northern seas and along the northern sea route (icebreakers, tankers, cargo carriers, tugs and other vessels capable of sailing in the harsh northern winters).

The power plants of ice-class ships consist, as a rule, of three to four powerful engines. At the same time, the main engines of such ships have higher requirements for strength and resource indicators, must provide a 20-30% increase in torque when operating according to mooring characteristics, have a power reserve, high throttle response, etc. Thus, for 100 ships intended for navigation in the northern seas, from 300 to 400 powerful engines may be required.

How much is it

The cost of ship power plants can range from 10 to 35% of the cost of a ship and is usually estimated when drawing up a supply contract. Therefore, the issues of competition in marine diesel engine construction, even taking into account various kinds of costs for promoting diesel engine production to the market, seem to be important and relevant from an economic point of view.

Different sources give a wide range of costs, since they are determined by a large set of components: the unit capacity of the unit, the degree of automation of the diesel generator set, the type of RRP, the presence of additional accessories, etc. Manufacturers, as a rule, in their prospectuses and price lists indicate the cost of basic modifications, which is adjusted during negotiations with a potential the client, taking into account the additional requirements stated by him.

Although it was initially believed and is still considered to be that prices for domestic SSEUs are lower than for imported ones, real price comparisons under equal conditions of equipment show their proximity, and given that, as a rule, the quality of imported equipment significantly exceeds the quality of domestic counterparts, the consumer often gives preference for import offers. For the sake of fairness, it should be noted that, based on the results of actual operation, it will face a high level of depreciation charges, increased operating costs, insufficiently reliable operation and inoperative fulfillment of warranty obligations on the part of import suppliers. However, Western manufacturers of diesel engines are constantly working to improve the attractiveness of their product range, while the Russian diesel engine industry is developing with a minus sign.

Competitors are already here

Observed in the world in the period 2001-2002. some decline in orders for the production of marine diesel engines was overcome, and in 2004-2005. there was a sharp increase in the number of orders. The growth of orders for marine diesel engines continued in 2006-2007. The growth is especially noticeable in the category of powerful diesels. This is primarily due to an increase in sea freight traffic from producing regions to processing regions. For Russia, which has the world's longest coastal border, transportation, as part of the country's economy, has always been of great importance. Therefore, in Russia the market of marine diesel engines is of interest not only for domestic, but also for foreign diesel manufacturers.

Almost all foreign diesel-building companies are focused on meeting the needs of modern shipbuilding and shipbuilding: MTU, MAN and B&W (Germany), MaK, Caterpilar, Cummins, GME (USA), Pielstick (France), Iveco (Italy), Wärtsilä (Finland), Sulzer (Switzerland), Mitsubishi, YANMAR and Daihatsu (Japan), Volvo Penta (Sweden), Guascor (Spain), ABC (Belgium), etc. It should be noted that MAN B&W Diesel, Wärtsilä , MAK, Caterpillar, Deutz, MTU. These companies, which have representative offices in Moscow, St. Petersburg and in a number of port cities of Russia, have established direct contacts with ship customers, design organizations and shipbuilding enterprises and are carefully working on the study of shipbuilding orders, providing technical support for the design of new ships.

There is a certain niche for foreign companies among orders for ships intended for operation in international waters, and this primarily applies to the vessels of the Russian fishing fleet. According to the data of JSC "Giprorybflot", by 2010 it is required to build 787 large, medium and small fishing vessels. At the same time, due to the specifics of work in international waters and the corresponding requirements for the main engines, orders are planned to be placed at foreign shipyards with the installation of engines from Wärtsilä (type 20), MAK (type 20), Caterpillar (type 34, 35, 36), Volvo Penta.

Recently, General Electric Transportation Systems has been aggressively introduced to the Russian market. Within five years, starting from 2004, this company plans to occupy 25% of the Russian market of engines for medium-tonnage vessels with a deadweight of 1 to 6 thousand tons. In Russia, about 10 vessels of this displacement are built annually, each with one or two main and two - four auxiliary engines. Such installations are not produced in Russia.

The lion's share of the new patrol ships for the FSB FPS is equipped with MAN engines. This company already has an extensive network of centers serving the ships of the Russian power structures. Most of the export ships of this class are also equipped with German engines.

Despite the success of MAN in Russia, in 2007 the French Baudouin announced plans to compete with the Germans in Russia on all types of engines.

2007 saw a sharp increase in the number of dealers of foreign diesel engine manufacturers in Russia.

The only domestic engine-building plant currently engaged in mastering the production of licensed engines 6 and 8 ChN 32/40 (MAN & B&W) is RUMO. Under a German license, engines are produced here, which are used as propulsion units on river and sea vessels, main and auxiliary diesel generators on ships of the sea and river fleets. Undoubtedly, a positive example is the organization of production under the license of the German-Danish company MAN B&W Diesel A / S of powerful low-speed marine engines at BMZ. The engines are intended for installation on ships of the transport and fishing fleet as the main power plant.

In connection with the liquidation of JSC Russian Diesel, medium-speed licensed engines from MAN and Semt-Pielstik left the Russian market, and with the liquidation of JSC Leningrad Diesel Plant, medium-speed engines licensed by Wärtsilä with a capacity of 580-7380 kW at n \u003d 720- 1000 rpm The main imported engines on river vessels were and remain diesel engines of the German plant "SKL" type 6NVD-26 and Czechoslovakian engines of the "Skoda" brand. At present, these engines have reached their end of life and need to be replaced.

Pervomaiskdizelmash and Yuzhdizelmash (Ukraine) can become potential players in the Russian marine engine market if they improve the quality and technical level of their products. However, the permanent crisis in Ukraine makes these assumptions not very bright.

In general, despite the active introduction of foreign companies, both in pre-perestroika times and in modern Russia, there is a shortage of marine engines. Foreign firms in Russia operate in all sectors of the Russian diesel market.

Disappointing findings

Despite the introduction of foreign firms, both in pre-perestroika times and in modern Russia, there is a shortage of ship engines. And a large number of installations with imported internal combustion engines is an eloquent confirmation of this. In addition, due to the low workload of domestic shipyards, the deficit is also of a latent nature, since Russia needs ships, but they are being built abroad. Russia's accession to the WTO will aggravate the situation on the market of marine diesel engines with high technical and economic indicators, including toxicity and noise. There are many reasons for the lag, only one thing is obvious - the low technical level of domestic diesel engine building.

The general stagnation in the Russian industry during the restructuring process was reflected in the production of diesel engines and their components. The presence of a large number of spare engines in repair and operating organizations aggravated the decline in demand. Today, the production level of almost all engine-building enterprises has dropped several times and reaches from 10 to 50% of the pre-perestroika level.

Currently, a number of enterprises are trying to speed up work on improving the technical parameters of marine diesel engines (BMZ, Kolomensky Zavod, RUMO, Zvezda, Volzhsky Diesel named after Maminykh). But, unfortunately, it should be noted that at other enterprises ("Dagdizel", "Penzadieselmash", "Ural Diesel Engine Plant", "Daldizel") the volume of research and design work on the development and improvement of marine engines has significantly decreased. The parameters of diesel engines are practically unchanged, there are no new technical solutions to increase power, improve efficiency indicators, automate and monitor engine parameters, etc.

In terms of ecology and resource, none of the currently produced Russian-made marine engines fully meets modern requirements, therefore, the development of a new marine diesel engine for Russian shipbuilding is extremely necessary. But: it is impossible to correct the situation without government intervention!This is a private, even amateur project, and it is the authors of the text who have no personal interest in diesel engine building, therefore, any bias is absolutely excluded. The authors aimed, first of all, to draw attention to the problem for patriotic reasons, and only then, to demonstrate their awareness to blog readers.

To begin with, the Cummins KAMA production program traditionally includes two families of engines. The lion's share - about 80% - are in-line "six" Cummins ISBe6.7 with a capacity of 205 to 300 liters. from. These units are successfully used on medium and heavy KAMAZ trucks (95% of all shipments), as well as on NefAZ and KavZ buses, MAZ trucks, special equipment "Exmash", "Promtraktor" and others. The rest of the production volume is accounted for by Cummins ISBe4.5 diesel engines, presented in the power range from 140 to 207 hp. from. At the same time, both engine families are offered in both the fourth and fifth environmental class versions. The joint venture is also successfully developing the production of promising industrial modifications of its products to meet the needs of leading Russian manufacturers of road construction, industrial and agricultural equipment. For example, engines of the QSB6.7 Tier 3 series are built on a single platform with ISBe6.7 widely used in automotive technology.

Starting from March 2017, JV Cummins KAMA has systematically begun to expand its product line, launching the assembly of L-series engines with a working volume of 8.9 liters with a capacity of 280 to 400 liters. from. This step is due to the need for engines over 300 hp. in the production program of KAMAZ. 9-liter engines are planned to be installed on KAMAZ, RIAT, MAZ trucks.

The display of interest in such engines on the part of manufacturers of agricultural and road construction equipment pushed engine manufacturers to expand the applicability of these power units, since key customers from the agro-industrial sector appeared - Rosselmash, Claas, Gomselmash, MTZ.

Just a few words about the ISLe series. It combines the advantages of a lightweight and compact motor with the structural strength of heavy motors, providing high performance while meeting high environmental requirements. With a mass of just over 700 kg, the engine is well suited for use on trucks and medium-sized tractors operated in Russian conditions, and provides the maximum level of torque for engines of this size. The industrial L series will be mechanical and electronic fuel injection versions for various certification levels.

PRODUCTION

All engine production, by the way, located on the territory of the KAMAZ plant, is concentrated in two places. Thus, the line for machining cylinder blocks is located in one of the buildings of the KAMAZ plant, while the final assembly of the engines is in the other. First of all, this is due to the various technological requirements for the production premises in which the work is carried out.

Cummins ISLe Series Diesel Engine

Take, for example, the processing technology of a cylinder block casting. The casting itself is imported from abroad (exactly the same billets are supplied to other Cummins plants in the USA, Brazil and England) or supplied from the foundry of KAMAZ PJSC. The machining of the casting is carried out using the German machining centers Heller and Nagel.

Cummins advanced cylinder machining technologies include setting plate boring and honing, two-stage honing, and feedback tightening of crankshaft bearing caps and setting plate.

Cylinder block machining area at the German Heller machining center. The mounting plate is clearly visible, which acts as a block head. The block is processed as if under the "voltage" provided by the head

Quality control posts are located at each workstation, while the operator, based on the importance of size, takes measurements independently - using Air Gauge measuring instruments or sends the part to a Carl Zeiss coordinate measuring machine. Statistical control of the stability of technological processes is carried out automatically and covers more than 500 sizes. The final chord in quality control is the tightness test of the lubrication and cooling system cavities. And only after successfully passing all these tests, the serial number is automatically printed on the finished cylinder block.

The finished cylinder blocks are packed and sent on pallets to the final engine assembly workshop.

The area for installing the crankshaft main bearing caps before processing

Of the key moments in the assembly of engines, it is worth noting a floor conveyor with an automated CNC system from Thyssen Krupp Krause (Germany); subassembly line of the cylinder head and piston with connecting rod; built-in test benches for checking the crankshaft breakaway moment, piston protrusion and leak testing (engine, cylinder head); electric feedback wrenches and an ultrasonic unit for measuring the load in bolted joints; automatic installations for applying sealant, stands for programming and testing the electronic control unit from Sytech (USA).

It should also be noted that an automated production system with a programmable logic controller, a product data management system and an organizational resource management system, which provide the transfer of material specifications to assembly posts, the transfer of information for the selection of components from the racks for installation on the line, visualization of technological documents and instructions for operator, control of the parameters of tightening of bolted connections, elimination of assembly errors thanks to built-in control points, preservation of technical information about the assembly of the engine, as well as the ability to track key data about the engine.

All operations carry out total quality control on several parameters at once with their visualization

The assembled motors are sent to the test site. Engine tests are carried out at the stands of AVL (Austria). All 100% of the produced engines are tested. To ensure the smooth operation of all production chains at the test station, a quick-disconnect connection of the engine with the test bench, connection of the bench to the electronic control unit using software, Ethernet connection to the server of the test site and connection to Cummins servers for analyzing the test results and evaluating the stability of the parameters are used.

If there are no comments, then the engine is finished with a paint job. Why is there a continuous overhead conveyor from Finishline Tech (USA). The painting technology includes a masking station, 4 stages of washing, painting the engine, drying the engine in a convection oven, blowing, cooling, remanufacturing and checking electrical circuits, after which the finished engine is sent to the warehouse.

Fuel equipment installation area

A few words about components. First of all, these are high-quality components from leading world manufacturers such as Bosch, Knorr-Bremse, WABCO, Leoni, etc. This approach ensures increased reliability and durability of the power unit as a whole.

At the moment, the production localization rate for ISB series engines is 60%, including the cylinder block, cylinder head, crankshaft and flywheel. Of the 300 positions of parts included in the engine, 98 positions are localized (including basic parts). In the near future, only local assembly is planned for the L series, further deepening of localization will depend on production volumes and will be increased if localization is economically feasible.

All engines are compulsorily hot run-in at the testing station

As of today, the joint venture has achieved a high and stable level of product quality from its Russian suppliers in accordance with international standards and is constantly working to expand its component base. All suppliers have passed the process of confirmation of Cummins standards (Leoni, PJSC KAMAZ, Kombat, Nachalo, Technotron Metiz, Federal Mogul - Naberezhnye Chelny; Norma Group - Togliatti; Maksprom - Ufa). Nevertheless, the main supplier of basic parts is KAMAZ PTC. Imports are shipped centrally through the Cummins Consolidation Center.

Wherever a Cummins engine plant is geographically located, the fundamental principle of its work is always to ensure the high quality of its products. Naturally, the Russian JV Cummins KAMA is no exception. All employees regularly undergo training to improve their qualifications, and the company itself annually confirms the compliance of the quality management system with the automotive standard ISO / TS 16949.

One of the engines is randomly sent to the laboratory for load testing. Subsequently, it is completely disassembled for control.

During the assembly process, each engine goes through a multi-stage quality control system. Checking the tightness of lubrication, cooling and fuel supply systems, checking electrical circuits is mandatory. Before being put on sale, a completely finished engine is subjected to a "hot" run-in on a test bench. At the same time, the results of all checks performed for each instance of the engine produced are stored in the factory database. In the struggle for quality consistency, one random motor is sent from the assembly line every month instead of to the sales department to the laboratory for periodic testing. There it is "driven" under load on the stand, and then completely disassembled for control. According to the statistics of Cummins KAMA CJSC, the engines pass all control checks the first time.

ISB Series Engine Worldwide Warranty 2 years unlimited mileage with global coverage through Cummins' service network in more than 190 countries. Since 2017, the warranty for automobile engines manufactured by CJSC Cummins KAMA is 3 years or 200 thousand kilometers.

Cummins ISBe Engine Assembly Line

The same approach will apply to ISL engines. Today the world warranty for this motor is 2 years or 400 thousand km - whichever comes first.

QSB, LTAA and QSL industrial motors are warranted for 2 years or 2000 motoh, whichever comes first. The service life of Cummins engines before overhaul is 650,000 km. The service interval is up to 60,000 km.

YESTERDAY TODAY TOMORROW

If we recall a little the history of the formation of Cummins KAMA in Russia, it turns out that the first engines of the ISBe series began to be installed on KAMAZ trucks in 2006. Those were ISBe5.9 engines. In 2009, the assembly line of Cummins ISBe power units with a working displacement of 4.5 and 6.7 liters was officially launched. Since then, the company has already assembled more than 50 thousand motors.

Along the way, more powerful motors of the ISLe and ISGe series were imported to our country. Engines of the first series have been installed on KAMAZ trucks since 2012. Since then, more than 3.5 thousand of these engines have been installed on truck models alone, assembled in a subsidiary of KAMAZ, the RIAT company. However, the main consumer of these motors is still the agro-industrial complex represented by Rostselmash and Gomselmash, as well as other manufacturers of combines.

As for the ISGe series engines, their installation on KAMAZ trucks began only in 2015, it was then that the first pilot batch of 40 units was delivered.

By the way, there were other deliveries of engines of higher power, but these are isolated cases, by special order.

At present, the population of the ISB series in the Russian Federation is more than 53,000 units, the ISL / LTAA / QSL series engines - about 15,000.

In the best years, the company assembled up to 12 thousand power units, it was 2014. Now, for obvious reasons, the plant's plans for 2017 envisage the assembly of 6,500 engines. The capacity of the joint venture is such that it can assemble up to 35 thousand B and L series engines per year.

It would be appropriate to recall that on the territory of Russia and the CIS, service coverage of engines manufactured by Cummins KAMA is carried out both through the service network of KAMAZ PTC and through independent Cummins dealers. In addition, the Cummins engine is a Russian-made engine. This status allows Russian car manufacturers to participate in various programs of government subsidies, which in turn is reflected in a decrease in the cost of vehicles for the final buyer.

And, of course, one cannot fail to mention the immediate goals of Cummins KAMA. First of all, the main and very ambitious goal is 100% localization, including the parts of the fuel equipment and the electronic control system. Although the decision to localize parts is always made from the point of view of economic feasibility.

Of the short-term programs, it is worth mentioning localization for pistons from Federal Mogul and a flywheel housing from KAMAZ.

PASSING

Cooperation between KAMAZ and Cummins goes back three decades. The first working visit to Naberezhnye Chelny was made by the top managers of the American corporation in 1987. As a result of the negotiations, the Soviet side mastered small-scale production of KAMAZ tractors with 10-liter Cummins diesel engines.

A new round of cooperation took place in 2004, when Kamsky Avtozavod introduced the medium-tonnage KAMAZ-4308 to the market. Equipped with a modern, reliable and fuel efficient Cummins diesel engine, the new truck is a success with consumers. This circumstance prompted KAMAZ and Cummins to deepen cooperation and sign constituent documents to create a joint venture for the production of engines. This is how Cummins KAMA CJSC was born, which celebrated 10 years of operation in June 2016.

The production facilities of the joint venture, thanks to the use of the most modern equipment with a high degree of automation, are compact. The production area of \u200b\u200bthe enterprise is only 14,100 m2. Starting with the local assembly of engines, the joint venture gradually moved to full-fledged production activities, having mastered all the technological processes of processing the cylinder block and localizing 60% of the components, including the cylinder block, cylinder head, crankshaft and flywheel.

In Russia, as in any industrially developed country in the world, the motor industry plays the role of one of the key factors driving the automotive industry. The world experience in engine building shows that the technical level of gasoline and diesel engines, their variety in terms of dimensions, effective indicators, as well as the quality and cost reduction of products significantly depend on the development of the production of components.

The most modern domestic engines

Today, diesel engine manufacturers produce engines with two types of power systems: unit injectors and Common Rail. The latter, as more promising, is most widespread. Turbocharging with intercooling of the charge air has become an effective means of increasing the power and flexibility of the diesel engine.

The transition to Euro-4 and higher standards requires the use of an exhaust gas recirculation system in combination with a particulate filter, as well as a selective NOx neutralization (SCR) system, which, when moving to Euro 5, will require the organization of a network of filling stations with an AdBlue type reagent. ... Domestic transport diesel in the coming years will have: specific power 35–40 kW / l; optimized cast iron cylinder head and block design; two-stage turbocharging with or without intercooling of charge air, flexible fuel injection system with injection pressure up to 250 MPa, preferably Common Rail, standardized injectors; the drive of the camshafts from the flywheel side; built-in engine brake; optimized air flow and exhaust gas recirculation control system; particle filter as standard; SCR system. The camshafts (one or two) in the cylinder head and an "open" filter will find application.

The requirements of environmental standards Euro-4 and higher for gasoline engines are met through the use of electronic injection systems, more advanced ignition systems and the use of two-block catalytic converters, the use of collectors. Gas engines now account for a relatively small share compared to gasoline and diesel engines. Gas vehicles can become widespread after the organization of a wide network of filling stations. A serious problem is the lag of Russian enterprises in a wide range of technologies for obtaining complex workpieces for motor production, such as casting from ductile irons and cast irons with vermicular graphite, steel and bimetallic casting, as well as surface treatment of parts by chemical-thermal, laser, and plasma methods. It is no coincidence that the development of domestic engine building is increasingly dependent on Western suppliers.

Modern engines UMP

The Ulyanovsk Motor Plant (UMP), part of the GAZ Group, has launched the production of Euro-4 gasoline engines. The creation of Euro-5 power plants is underway with the prospect of fulfilling Euro-6 standards. The differences of the 4-cylinder 125-horsepower engine UMZ-42164 (2.89 l) include: electronic Delphi gas pedal, new generation fuel injectors of the same Delphi, camshaft with optimized phases, crankcase vacuum regulator with oil separator, integrated microprocessor system fuel supply and ignition control. In 2014, UMP began to produce EvoTech 2.7 engines with a working volume of 2.7 liters and a capacity of 107 liters. from. This is a joint development of the GAZ Group and the South Korean engineering company Tenergy. Distinctive features of the engine: new design of the piston group, combustion chamber and cylinder block; improved gas distribution mechanism; modified cooling, power, ignition and lubrication systems. The result is increased torque over a wide rpm range, reliable operation in harsh temperature conditions and a 10% lower fuel consumption. The engine complies with Euro-4 and Euro-5 standards, its resource is 400 thousand km. Ulyanovsk engine builders were the first in Russia to master the serial production of gas-petrol engine modifications. These are 100-strong units of the UMZ-421647 HBO (Euro-4) series with a microprocessor-based fuel injection and ignition control system. Further development of the product line of UMP engines is associated with an increase in environmental friendliness and efficiency. At the same time, special emphasis will be placed on the development of bi-fuel gas-gasoline modifications.

Avtodiesel OJSC, also part of the GAZ Group, produces the families of medium-size inline 4- and 6-cylinder engines YMZ-534 (4.43 liters) and YMZ-536 (6.65 liters). The units were created to comply with Euro-4 standards, and later Euro-5 and higher. Their parameters are at the level of the best foreign counterparts, and the power range is from 120 to 320 liters. from. In the design of the motors, the Electronic Common Rail System 2 by Bosch is used, which provides an injection pressure of 180 MPa with a potential of up to 200 MPa to meet the Euro-5 standard. The exhaust gas recirculation (EGR) system is installed directly on the engine, and the control mechanism for this device is integrated into the engine management system. The turbocharger is equipped with a gas bypass valve on the turbine, an air-to-air intercooler and an integrated oil cooler. The YaMZ-534 engine is an L-shaped four-cylinder diesel engine of the YaMZ-530 family, produced by the Yaroslavl Motor Plant. The new family of multipurpose diesel engines YaMZ-530 is produced in four-cylinder and six-cylinder versions. The YaMZ-534 series was developed at Autodiesel "from scratch" with the participation of the well-known engineering company AVL List. YaMZ-534 refers to medium in-line diesel engines, the first serial engine of this kind in Russia. It must be said that the model range already included a four-cylinder diesel YMZ-204 (discontinued more than 20 years ago), but unlike the YMZ-534 engine, it belonged to heavy diesel engines and did not have a turbocharger. The basic model is the YaMZ-5340 engine, it is an in-line four-stroke turbocharged diesel engine. Later modifications of the YaMZ-5340 engine, the YaMZ-5341, YaMZ-5342 and YaMZ-5344 power units are structurally made similar to the base model. These engines cover a power range from 136 to 190 HP, differ only in the adjustments of the fuel equipment by changing the settings of the electronic control unit (ECU). YaMZ-534 CNG is a promising engine of the Yaroslavl Motor Plant, designed to run on gas. The YaMZ-534 CNG gas engine was created with the participation of the Canadian company Westport, a recognized world leader in the development of gas systems for transport. YaMZ-534 engines, their modifications and configurations, are intended for installation on MAZ, Ural, GAZ and GAZon NEXT vehicles running on gas fuel, as well as PAZ buses. The service life of the motors reaches 800-900 thousand kilometers.

At the same time, the localization of the production of the mentioned motors still does not exceed 25%. Critical parts and systems are sourced from overseas. Avtodiesel has partnered with Westport to develop and manufacture a line of compressed methane gas engines. These models (Euro-4) have the technical and consumer advantages of the basic YMZ-530 family.

YaMZ-536 engine

The base engine of the YaMZ-536 series, the YaMZ-530 family. It is part of the family of six-cylinder L-shaped diesel engines produced by the Yaroslavl Motor Plant. Diesel in-line, four-stroke, compression-ignition, direct injection, liquid-cooled, pressurized and charge air cooled in an air-to-air heat exchanger. Diesel engines YaMZ-536 are produced without a gearbox and clutch. There are three additional modifications: YaMZ-536-01 - equipment for installing an air conditioning compressor; YaMZ-536-02 - complete set with the ability to connect a retarder; YaMZ-536-03 - a complete set for the installation of an air conditioner compressor with the ability to connect a retarder. The YaMZ-536 engine is used as a power unit for MAZ equipment: trucks, dump trucks, automobile chassis, tractors with wheel arrangement 4x2, 4x4, 6x2, 6x4, 6x6, 8x4 with a gross weight of up to 36 tons, as well as road trains based on them weighing up to 44 t.

Avtodiesel produces in-line 6-cylinder turbodiesels YaMZ-6511 and YaMZ-651 (11.12 liters) with a capacity of 362 and 412 liters. from. respectively. To achieve the Euro-4 parameters, the Common Rail system of the CRS 2 type with EDC7 UC31 electronic fuel supply control was used, providing a fuel injection pressure of 160 MPa, EGR and RM-SAT (silencer-neutralizer) systems, cooling and pressurization systems were improved.

In the arsenal of the enterprise there are V-shaped 6-cylinder diesel engines YaMZ-6565 (11.15 liters) and 8-cylinder YaMZ-6585 (14.86 liters). To comply with Euro-4 standards, Common Rail fuel equipment based on the YAZDA high-pressure fuel supply pump and the SCR system were used. Power "sixes" is 230-300 liters. with., and "eights" - 330-450 liters. from. If we talk about the further development of the model range of YaMZ engines, then the company plans in the coming years to master the production of engines with a capacity of 130 to 1000 liters. with., working on all types of fuel.

Modern motors ZMZ

A prominent place in the production program of the Zavolzhsky Motor Plant is occupied by engines meeting the Euro-4 standard. On gasoline 4-cylinder models ZMZ-40905.10 and ZMZ-40911.10 (2.7 liters) with a capacity of 143 and 125 liters, respectively. from. fuel injection into the inlet channels of the cylinder head, an absolute pressure sensor, a fuel rail with two-flow atomization nozzles, a ventilation system with crankcase gases supply to the receiver and the drive of the gas distribution mechanism by gear chains are used.

4-cylinder diesel engine ZMZ-51432.10 (2,235 l) with 114 hp. from. equipped with direct injection, turbocharging, intercooler, Bosch Common Rail system with a maximum injection pressure of 145 MPa, cooled by the EGR system.

Gasoline V-shaped 8-cylinder ZMZ-52342.10 (4.67 l) 124 hp from. equipped with a fuel mixture correction system. This year, the plant has begun preparations for the production of Euro-5 engines. We are talking about gasoline 4-cylinder ZMZ-40906.10 for UAZ vehicles, dual-fuel (gas-gasoline) 8-cylinder ZMZ-5245.10 for PAZ buses and gas 4-cylinder ZMZ-409061.10 for a truck of the company "BAU-RUS". Moreover, the bi-fuel engine will run on gasoline, compressed or liquefied gas. It is planned to start serial production of these motors in January 2016.

TMZ engines

The Tutaev Motor Plant (TMZ) is focused on the production of V-shaped 8-cylinder diesel engines with a working volume of 17.24 liters. The technical features of the most modern 500-horsepower engine TMZ-864.10 (Euro-4) are the use of an individual 4-valve cylinder head, cavity oil-cooled pistons, and inserts for the upper piston ring made of heat-resistant cast iron. The engine is equipped with a Common Rail system, a variable turbocharging with an intercooler, an EGR system, an integrated water-oil cooler and a closed crankcase ventilation system.

In the near future, the task of creating new engines of ecological class Euro-4 with a capacity of up to 700 liters will be solved. from. The plant is ready to create engines of the Euro-5 level, but this will require the purchase of foreign components, because fuel injection systems developing a pressure of 160 MPa and electronic engine control systems are practically not produced in Russia.

KAMAZ engines

At the Kama Automobile Plant, they mastered the production of a line of V-shaped 8-cylinder diesel engines of the Euro-4 level with a capacity of 280 to 440 hp. from.

When developing these engines (dimensions 120x120 and 120x130 mm), the choice fell on the Common Rail CRS system from Bosch with an EDC7 UC31 control unit. The solid-cast flywheel housing, pressurization by one turbocharger, the cylinder-piston group of Federal Mogul and other features made it possible to create engines with the possibility of further modernization.

These models provide increased injection pressure (existing systems - 160 MPa, prospective systems - up to 250 MPa), injection pressure regulation depending on the operating conditions of the car, precise metering with the possibility of individual electronic adjustment, and a decrease in the engine noise level. The resource is at least 1 million km of the car's run. The families of gas engines (Euro-4) KAMAZ-820.60 and KAMAZ 820.70 with a working volume of 11.76 liters include models with a capacity of 240 to 300 liters. from. The engines are equipped with turbocharging, CBC, electronic control and an exhaust gas treatment system.

To meet the Euro-5 standards, KAMAZ focused on the creation of new diesel engines. The fruit of joint work with a number of engineering firms was the appearance of motors with a capacity of 280 to 550 liters. from. They have found applications: Common Rail system with injection pressure of 220 MPa; a single cast-iron head for each half-block instead of aluminum, the lower supports of the crankshaft main bearings, combined into one block; main and connecting rod journals of the crankshaft with an increased diameter. At the same time, KAMAZ pays great attention to cooperation with Liebherr-International AG, which will help the Russian company create the next generation of diesel and gas engines. For this, KAMAZ will create a modern production facility in Naberezhnye Chelny, and Liebherr's task is to advise on the design, installation and commissioning of technological equipment.

New in-line 6-cylinder engines with a working volume of 12 liters from 450 to 700 liters. from. will be equipped with Common Rail injection systems and Liebherr control units. Diesel engines will not only comply with Euro-5 environmental standards, but also have the potential to meet the requirements of the Euro-6 standard. For promising KAMAZ engines, the service interval will be increased to 150 thousand km. Serial production of the engines is scheduled for the end of 2016.

Original taken from andrey_ka23 there are NO PROTOTYPES, THE ENGINE IS ABSOLUTELY NEW

The long-awaited development of the newest Russian engine "Pulsar", which is being driven by the flagship of the domestic diesel engine industry, the Zvezda plant, is reaching the home stretch. Its sample was demonstrated this fall to the Minister of Industry and Trade Denis Manturov. About what the new engine is, and at the same time about the state of affairs on the Russian diesel market, the prospects for LNG fuel and the planned launch of the Korabel.ru Gearbox Engineering Center, I talked to the Chairman of the Board of Directors of PJSC Zvezda, General Director of the Scientific and Production Concern Star ”by Pavel Plavnik.

- The further, the more often the word “Pulsar” sounds in the media related to the shipbuilding industry. What is the innovation of this engine and what are its prospects? Can you tell us at least briefly?
- In short, one of his innovations is universality. Initially, when creating the engine, the task was set for its effective use in various industries - in shipbuilding, in railway transport, and so on. The modular design principle allows, if necessary, to ensure the proper level of technical, economic and environmental requirements with a serious future perspective. When designing the main structural elements, we also provided for the possibility of creating gas modifications.
The advantage of this project, from my point of view, is that during its implementation there was a minimum of politics, a maximum of economics. At the same time, the engine was created using the most effective solutions from an economic point of view today. It is designed for mass use. The complete set uses advanced materials and technologies that allow you to get the most optimal price-quality option.
- What is its basis, what prototypes?
- There are no prototypes, the engine is completely new. What is implemented in it today is realized on the basis of the deepest analysis of the development of engine designs in the world. When creating the engine, we used more than 130 different computational modeling technologies - modeling of thermodynamic processes, power calculations, analysis of the operation of individual units. The applied technology of three-dimensional modeling made it possible to ensure the accuracy of coincidence of the actual indicators with the calculated ones up to 2%, which is a very good indicator.
- What consumer is the engine designed for? Are there already interested clients?
- The engine has wide applicability. There are polls conducted by the Ministry of Industry and Trade, there are independent studies of Moscow companies that confirm the need for these engines only for the Russian market in the amount of 1200 units per year. They can be used for small-scale power generation, for rail and ship transport, for quarry equipment.
- In the shipbuilding industry, is it a military fleet or civilian equipment?
- This is both.

2. Engine "Pulsar"

- Do you already have specific customers?
- There are customers. The use of this motor is being considered for the PV300VD project, it is suitable in terms of parameters. Minister of Industry and Trade Denis Manturov visited our plant in October and, having looked at a sample of this engine and the possibility of its use, made it clear that he would not tolerate if a non-domestic engine was supplied to the ship, which is being built for state money.
General Director of TsMKB "Almaz" Alexander Shlyakhtenko, general director of the Sredne-Nevsky plant Vladimir Seredokho regularly say: give us engines, we are ready to put them in projects of high-speed boats. The Navy has a great need for diesel generators. If you know, the fleet is now having some problems with operating diesel generators. And our engine can just remove any problems with the reliability of the auxiliary power units for a long time ahead.
- You spoke about the need for 1200 engines only for the Russian market ... So, there are plans to enter the foreign market as well?
- The engine was originally created as a universal one, and in terms of environmental parameters, it meets the requirements that will only be introduced in 2021. This is achieved not due to any additional methods of cleaning exhaust gases, but due to the design features of the engine itself - for example, an exhaust gas recirculation system.
Therefore, it will be possible to use Pulsar both on the Cote d'Azur and in North America. They are now trying to close the Baltic to ships based on engines polluting the environment, and there is a fierce struggle over the timing of the introduction of new regulations. Our engine can just solve this problem for the Baltic.
In general, the huge potential of these engines should be noted - specialists from the best design bureaus participated in their creation. For the successful development of foreign markets, the key task is to have a partner with whom it would be possible to ensure the sale and, most importantly, service of these engines in other countries. Therefore, representatives of Western companies - our potential partners from the point of view of further implementation on the Western market - actively participated in the formation of the technical task and discussion of turning points in the creation of this engine. They participated precisely in order to have absolute confidence in the quality of this engine and the opportunity to put it later in the line of their sales.
- And are Western competitors not dangerous to you?
- Competition stimulates.
- How are you going to find a niche?
- Due to the fact that this product is the newest on the market. Literally in June, it was presented at the Congress of the International Committee on Internal Combustion Engines (CIMAC), which takes place every three years. For the first time in several decades, products from our country were demonstrated there! It is due to the fact that we did not confine ourselves to one hundred percent localization, to subsistence farming, but to use the world's best solutions both in technology and in components, that this engine is absolutely competitive in terms of novelty, technical and economic parameters, and ecology.

3. Engine "Pulsar" on CIMAC.

The biggest problem in competing with Western partners is the volume of production. This parameter is key, because cost is inversely proportional to the volume of production. Due to a wide sales network, established name, brand, Western companies have the opportunity to plan, develop and implement large-scale projects. This, in turn, gives the opportunity for continuous investment in the development of their products and the creation of new designs.
In terms of technical and economic parameters, our engine is able to occupy its niche in the world market. Then the question arises in the organizational support of this work.
- What equipment are your engines made on? When was it updated?
- More than 80% of our traditional engines are made at Zvezda. The level of localization of the new engine in the territory of the Russian Federation will be about 40%. At the same time on the "Zvezda", respectively, even less. What does this mean? This means that the world has really changed. And if earlier the Germans or Americans, like "Zvezda" in their time, produced everything from bolts to fuel equipment at their enterprise, today no one works like that. Due to specialization and cooperation at the head enterprise, only the final fixed volume of machining is carried out, assembly, testing, complete engineering, pre-sale preparation and sale are carried out.
Under these conditions, we plan to use exclusively new equipment at our own plant to organize the production of Pulsars. But this new equipment will be sharpened for a limited range of technological conversions.
- Aren't you afraid of problems with sanctions given such a low level of localization? Considering that the engine is planned for the Navy too?
- Firstly, the engine is 95% civilian. Secondly, there is a localization program presented to the Ministry of Industry and Trade, according to which we are able to bring the localization level to 100% in a limited period of time. The key issue here is price. According to our calculations, localization of up to 60% is economically feasible, since many details can and should be done in the Russian Federation. You just need to master this production, these technologies. A greater level of localization causes either a decrease in quality, or a rise in prices, or both at the same time. But if necessary, then there will be one hundred percent localization.
- What share of the production of these engines will take in the total production of Zvezda?
- We are planning to separate this type into a separate business unit. An enterprise called "Zvezda-Pulsar" was specially created for this. It is planned that the turnover of this company in the production part, without service, without spare parts, should be about 15 billion rubles a year.
- And the turnover of "Zvezda" for comparison?
- Somewhat less.

4. Engine "Pulsar"

- Do you have any ideas for cooperation with other engine manufacturers or purchasing licenses?
- Today the task of consolidating the forces of diesel engine manufacturers has been set, and this work is underway. The Kolomna Plant and the Ural Diesel Engine Plant are actively working under state programs. We are in constant contact with them.
Both the nuclear power industry and the shipbuilding industry are in need of high-power diesel engines. USC President Alexei Rakhmanov constantly talks about the need for 8 MW motors. Kolomchan people are working in this direction. So, if the task is to attract and localize Western technologies here, then yes - it is possible that our company will be involved in such work. For this, there is all the prepared engineering infrastructure, there are specialists, personnel who would be able to master this technology and use a license. But this is a matter of the distant future.
- Is there no urgent need now?
- Massively not. On October 4, when Denis Manturov was at the enterprise and held a meeting on the development of diesel engine building in Russia, he expressed one very clear idea. If we need a lot of engines, we will localize them and organize their production. If not many engines are needed, then we will carry out their partial localization and partially participate in the engineering of these products. If we need few engines and we don't have them, we will just buy. The approach is clear, economically absolutely logical and balanced. For the sake of ambitions of several people and the need for several diesel engines, solving the issue of organizing production is an unthinkable luxury in our conditions.
- How is the issue of sustainability addressed in the rest of your products? Are there plans to tighten the toxicity requirements?
“The star-shaped engines that we manufacture today do not have critical environmental requirements. The customer does not have such requirements - whether it is good or bad, I don’t know. Have you watched our "Admiral Kuznetsov" sail across the English Channel? Yes, it does smoke, but where it is necessary, he came and what tasks need to be solved, he solves. The same applies to our other customers. There are requirements for technology in accordance with its purpose and task, and the degree of toxicity in this case is secondary.
The main problem for traditional serial production is not so much environmental issues as issues related to ensuring the durability and reliability of these machines. This is a basic task that our specialists are working on today. As part of this, in particular, we are planning, together with the Ministry of Industry and Trade, this year to begin work to increase the resource of "star" engines. And this work should be completed next year. The results will be very good due to the existing backlog.

5. Metalworking.

- Are you planning to enter the niche of LNG engines?
- The new engine just has everything you need to use this fuel. In addition, we have calculated the options associated with the use of LNG fuel not only for shipbuilding, but also for mining equipment. There is a high concentration of machines, so the use of LNG, taking into account the environmental features of the development of large open pits, is a very urgent issue. We have calculated that the use of LNG-powered BELAZ trucks at the Russian open-pit mines could save about 18 billion rubles annually.
This is an interesting challenge. It is clear how to solve it, it is clear how long it will take to solve it. But the nature of financing is not yet clear. The cost of this work is estimated at several million euros. The term for mastering these products is two to three years. Unfortunately, it is not possible to organize the attraction of financial resources for such projects in our country.
- I have a somewhat philosophical question for you. The opinion that the Russian engine building is much inferior to the Western and, in principle, is not competitive, has taken root enough. Do you think this is true or is it not so today?
- Let's look objectively. In terms of the number of engines produced per German, or the number of R&D in rubles per Austrian, we are definitely lagging behind, and we cannot turn a blind eye to this. If you look at the geography of service of all diesel companies, just the geography of the representative offices of these companies, then, probably, a lot will also become clear. In such conditions, it is not worth saying that we are the greatest. An objective assessment is always helpful.
But it is more important what conclusions are drawn. And it's great that the head of state, Vladimir Vladimirovich Putin, confidently declares: there are things that are critically important for the economic and technological security and independence of the state. Therefore, whether we want it or not, we must have our own school, our own development and our own production of diesel engines, taking into account their importance in all industries.
The task is really difficult. Even in order to remain at least at the level of developed countries or at the level of the market volume that we have today, it is necessary to work very seriously. And this work requires not only a coordinated position of all government services, but also full professional commitment on the part of scientists, technologists, engineers, managers, and so on. If this does not happen, then we will certainly continue to lose our positions, which, of course, we would not like.

6. Machining of gearbox housings.

- But there is progress?
- There is progress, of course. If you look at the history of the last twenty years, then 2011 was a serious step, when a federal target program for the development of engine building appeared, within the framework of which, by and large, a generation of new engineers appeared in Russia capable of solving these problems. This is perhaps the most important thing. It is not difficult to learn how to sharpen nuts and bolts, even master the technology of piston production, bring it from India or Poland. But engineering and knowledge, skills, understanding, understanding of the work of individual processes and the engine as a whole are, of course, a special value, a special merit.
Take, for example, our engine - it was created as a result of the work of our group of specialists integrated into a Western company, which today allows them to solve issues on the further development of the design of this engine. We do not have production of all components in a single country, but we can rely on the best achievements of the whole world. The ability to work in an open information space, the ability to adapt the best world solutions for the development of your product - this is the very value of engineering that was created by the implementation of the federal target program.
This is a step forward. I would like these steps to be regular, consistent and successful. I hope that the meeting held at the enterprise by Minister Denis Manturov will contribute to this. In any case, the decision to form a management company for the production of piston diesel engines for marine use for the Russian Federation has already been announced.
- At the same meeting, as far as I remember, it was said about the opening of your Center for Gearbox Engineering. What it is?
- In fact, the Gearbox Engineering Center was created back in 2003, when the decision of the Ministry of Industry and Trade and the Navy was signed on the appointment of Zvezda OJSC as the base enterprise for the production of marine gearboxes. Since that time, we have already mastered the production of several types of gearboxes. Gearboxes for corvettes, in particular, are produced practically in series today. This is a unique product that is part of the diesel-diesel unit of the Kolomensky Zavod, an installation for which our colleagues have received a state prize for a reason.
Further, we were given the task of creating and mastering the production of gearboxes of already higher transmitted power for another class of ships and vessels. In solving it, we took the path of modernizing one of the buildings of our enterprise. This was legally formalized by separating production into a separate enterprise with the involvement of public funds. Within the framework of this separate enterprise, a fairly wide range of equipment was formed, including, for example, specialized crane facilities, thanks to which we are now able to create gearboxes weighing up to 50 tons.

7. Reducer.

From the point of view of testing gearboxes, the created center has no analogues. As an example: our partners use six different stands for testing different types of gearboxes. And we will have one universal and most modern stand, which will allow us to carry out tests of various kinds on it due to easy transformation and unique loading equipment.
The new equipment of the Gear Engineering Center seriously expands our capabilities. To make an analogy, we have created something like an exoskeleton that will allow our technologists, designers, and production workers to achieve goals of a larger order.
The building will be commissioned this year. Construction work is almost complete. Now the equipment is being installed, these are machines for processing large bodies, for long shafts, for cutting teeth of large wheels, grinding them and so on. Accordingly, we will make other components in other complexes. In general, after the launch of the new workshop, we will be able to independently manufacture gearboxes with a capacity of up to 40 MW.

Interviewed by Renart Faskhutdinov

Currently, in Russia and neighboring countries, there are several dozen factories that manufacture construction and road equipment, most of which are consumers of diesel engines. Of the entire rather long list of manufacturers of road construction equipment, only the Chelyabinsk Tractor Plant has established its own production of motors

In the old days, one of the main suppliers of motors for construction equipment was motor plant from Kharkov... Now the production at this enterprise has actually been stopped, but the manufacturers of road construction equipment had a choice of motors even at the time when the distribution system was canceled.

To date, the most common on domestic road-building machines are motors Minsk Motor Plant, yaroslavl Autodiesel, Altai Motor Plant and Vladimir Motor-Tractor Plant... Make their contribution ChTZ-Uraltrak and Tutaevsky motor plant.

Of foreign motors on the Russian market, Cummins, Deutz, Perkins, Hatz, Kubota, John Deere.

Moreover, in recent years, domestic manufacturers of road construction equipment, seeking to improve the technical level of machines, are increasingly turning their eyes to imported units.

ENGINES LESS THAN 1 L

It so happened that in Russia diesel engines with a working volume of less than one liter, used on mini-equipment, are produced by a single enterprise - ChTZ-Uraltrak:

The only enterprise model is 2-cylinder air vent В2Ч 8.2 / 7.8 with a volume of 0.8 liters and a power of 8.8 kW.
The motor has found application not only on the Uralets mini-tractor manufactured by ChTZ-Uraltrak, but also on the equipment of other enterprises:
- small-sized tractor KMZ-012 Kurganmashzavod,
- on diesel generator sets,
- pumping units
- and welding machines of a number of Russian manufacturers.

We do not produce other engines in the liter range under consideration, although there is a need for them. Here foreigners took the initiative:

Hatz offers Russian mini-vehicle manufacturers an impressive list of air-cooled diesel engines:

Single cylinder motors series 1B and 1D represented by 13 models with a working volume of 0.23-0.72 liters with a power of 3.5-11.7 kW. There are options with a horizontal cylinder and a vertical crankshaft.
Twin Cylinder Motors 2G Series also have a less than one liter (0.99 l) 16 kW model. Perkins supplies the Russian market with two 400 series models with a volume of less than one liter - a 2-cylinder (volume - 0.45 liters, power - 10.2 kW) and a 3-cylinder (volume - 0.67 liters, power - 15.3 kW ).

Kubota is known as a manufacturer of small-sized diesel engines: we are supplied with a line of motors with power from 4.4 kW.

The lineup Deutzalso includes mini-models with a working volume of 0.7 liters and 11 kW.

ENGINES WITH A VOLUME OF 1.0 - 3.5 L

In a higher liter range (1-3.5 l), only products from domestic motors are present Vladimir Motor-Tractor Plant (VMTZ):

Air cooled engines - two-cylinder D-120 (volume - 2.08l, power - 15.4 - 22 kW) and three-cylinder D-130 (volume - 3.12 l, power - 29.4 - 33.1 kW) are well known to Russian manufacturers of road construction equipment:

D-120 used on mini-loaders of the Uralvagonzavod, on forklifts of the machine plant named after Kalinin, electric units produced in Kursk and in the Vladimir region;

D-130 - on cement carriers and tarrs of Betsema. The turbocharged version of the D-130T is also used on Krasnogorsk vehicles.

Promising praying ChTZ-Uraltrakdesigned for a wide range of road construction and other equipment.

The new family of compact V-type liquid-cooled diesel engines consists of 2-, 4- and 6-cylinder versions with a working volume of 1.17, 2.34 and 3.57 liters, respectively. The motors cover a power range from 13 to 73 kW. They are distinguished by their low curb weight and high performance.

As you can see, the proposals of domestic manufacturers of mini-engines are more than modest, but the existing gap was filled by foreigners:

Only at Perkins nine models are available in the 1 - 3.5 l range:
- 3-cylinder 440 series 1.13- and 1.49-liter capacity, respectively, 19.5 and 25.1 kW,
- 4-cylinder of the same series 1.5- and 2.22-liter (26.5-44.7 kW),
- 4 cylinder 800 series 3.3-liter (47 and 60 kW),
- 3-cylinder 1100 series 3.3 liter (39.5 - 55 KW).

In this range, y Deutz also nine models:
- 2 and 3 cylinder motors 2.4 - 3.2 L air-cooled 36 - 44 kW and
- 2-, 3-, 4-cylinder 1.5 - 3.1 L liquid-cooled 23.5 - 65 kW.

Hatz series L and M produced in 2-, 3- and 4-cylinder performance with a working volume of 1.71, 2.57 and 3.42 liters, respectively, with a capacity of 30-60 kW.
Have relevant suggestions Kubota and Cummins.

Perkinsapplied on forklift trucks TVEX. Hatz - on concrete mixer trucks of the Tuimazinsky plant. Kubota -on diesel generators a number of manufacturers. And this is not a complete list.

ENGINES WITH A VOLUME OF 4.0 - 6.5 L

The range of 4 - 6.5 liters is represented by motors of two domestic manufacturers - the Vladimir Motor-Tractor Plant and the Minsk Motor Plant (MMZ) (the latter will be conventionally considered domestic).

VMTZ produces three modifications 4-cylinder atmospheric engine D-144 volume of 4.15 liters, power 27 - 44 kW.
Exists turbocharged version D-145T in two modifications with a capacity of 42 - 55 kW.
Both motors have air cooling, traditional for Vladimir motors.

"Fours"from VMTZ have a wide range of consumers not only in Russia. They are used:
- Tuimazinsky concrete truck plant on concrete mixers and stationary concrete pumps,
- Roll - on road rollers,
- Uralvagonzavod - on mini-loaders,
- Poltava Turbomechanical Plant - at compressor stations and welding units.

D-144 can be seen on the welding units of the Pervouralsk and Yekaterinburg plants, as well as on the electrical units from Kursk and the Vladimir region.

4-cylinder in-line diesels volume of 4.75 liters produced by MMZ are most widely used in construction and road equipment manufactured by enterprises in Russia and the CIS countries.

They are offered in two basic options: atmospheric D-243 power of 60 kW and supercharged D-245with a capacity of 77 kW.
D-243 and D-245 are used:
- on several models of front-end loaders of the Minsk, Oryol and Donetsk plants, as well as TVEKS excavators.
D-243 is installed:
- for forklifts of Tver and Lviv plants,
- Motovilikha and Kokhanov excavators,
- Rybinsk, Minsk and Smolevichi skating rinks,
- Bryansk motor graders.
D-245 is installed:
- for excavators of Donetsk excavator and JV "Svyatovit",
- asphalt pavers Irmash.

The given list of consumers is not finite.

Undoubtedly, the latest development is interesting Altai Motor Plant - 4-cylinder engine D-340TA working volume of 6.15 liters.

The new family of water-cooled turbocharged diesels has a power range of 110 - 176.5 kW. The undoubted advantages of the novelty are compact size and low specific fuel consumption, and fulfillment of promising environmental requirements of the Euro 3 standard.

Cummins, Deutz, Perkins, John Deere are the main players in the Russian marketoffering to manufacturers of road construction equipment motors in the range of 4 - 6.5 liters.

Have Deutz more than 10 models with a volume of 4 - 6.47 liters in 4-, 5- and 6-cylinder versions, some of them air-cooled or liquid-cooled. Power ranges from 59 to 155 kW.
The basis of the lineup Cummins in this range are 4- and 6-cylinder engines of the series "IN".
Perkins offers Russian consumers 4- and 6-cylinder engines of 4.4 and 6 liters, the power of which ranges from 52 to 129.5 kW.

Deutz found application on concrete mixer trucks of the Kamensky and Tuymazinsky factories, as well as on Tuymazinsky concrete pumps, on Raskat and Sasta rollers, on Kraneks excavators.

Perkins cooperates with the Tver Excavator Plant, supplying it with 4.4-liter 1100 series models for excavators and forklifts.

Cummins supplies motors for bulldozers and pipelayers of the Cheboksary Promtractor, loaders and graders of the Oryol plant "Dormash", graders of the ChSDM and Bryansk Arsenal, as well as for equipment from a number of other manufacturers.

ENGINES WITH A VOLUME OF 7 - 10 L

The range of 7-10 liters in the conventional classification adopted in this article, from the domestic engine plants, is only partially covered by the Minsk and Altai motor plants.

First releases 6-cylinder in-line diesel engines D-260 a volume of 7.12 liters in atmospheric and turbocharged versions with a capacity of 96 and 114 kW.
Second - 4-cylinder in-line diesels with a volume of 7.43 liters of liquid cooling with a power range from 33.5 to 134 kW. The Altai family includes four basic models ( A-41, D440, D-442, D-447) more than 30 modifications.
This family includes both naturally aspirated and turbocharged engines.

D-260 various modifications are supplied to Tver excavators, Bryansk asphalt pavers and motor graders.

The circle of consumers of Altai motors is wider: A-41 - pneumatic cranes, motor graders, tractors, drilling rigs, pumping stations, diesel generator sets; D-440 - diesel generators, rollers, tractors; D-442 - front loaders, motor graders, tractors, compressor stations. D-447 applied on ships.

ChTZ-Uraltrak in the arsenal of promising developments has 8-liter turbocharged inline fourpower 66.2 - 77.2 kW. It remains to be seen when the modern engine will go into production and will be offered to manufacturers of construction and road equipment.

In the considered range, the Russian market is supplied Cummins, Deutz and J ohn Deere.

An example of using motors Deutzwith a volume of 7.14 liters, excavators manufactured by Kraneks and Uralvagonzavod serve.
Cummins also used on a number of domestically produced machines.

ENGINES WITH A VOLUME OF 10 - 15 L

In the liter range of 10-15 liters, the most common motors Yaroslavsky and Altai Motor Plants.
The vast majority of heavy domestic construction and road equipment is equipped with Yaroslavl models YaMZ-236 and YaMZ-238as well as Altai A-01.
Yaroslavl produces about 20 modifications of the 11.15-liter V-shaped "six" YAMZ-236used on the widest range of models of wheeled and tracked road construction equipment. The power of the motors is in the range of 112-186 kW.
Second base model - 14.86 liter V-shaped "figure eight" YAMZ-238 is no less popular with equipment manufacturers and also has two dozen modifications with a capacity of 134-246 kW.
Both models are offered in both naturally aspirated and supercharged versions.
Modern version 8-cylinder instance - YMZ-7511 / YMZ-7512 complies with Euro 2 standards and has a higher power - 268-298 kW. Available with turbocharger only.

Currently Altai motor plant continues to release an upgraded version of the well-known 6-cylinder in-line diesel volume of 11.15 l A-01MKSI... Simple in design, durable and unpretentious in operation, the engine without gas-turbocharging meets the requirements of numerous consumers. In its modern design, the engine is equipped with individual cylinder heads, a direct electric starter system and a 1 kW alternator.

In general, the family of 6-cylinder in-line "sixes" includes two basic models and about 20 modifications. This family includes both naturally aspirated and turbocharged engines with a power range of 70-175 kW.

All serial diesel engines are characterized by a high degree of unification of units and parts.

Multi-fuel 4-cylinder in-line 14.48 liter turbodiesel D-180 produced by ChTZ-Uraltrak mainly found application on construction equipment manufactured by this enterprise - tractors and diesel generator sets.
However, the manufacturer positions it for use on various road construction equipment.

D-180currently released complies with Euro 2 standards and capable of running on diesel fuel, on kerosene and gas condensate.

The motors are produced in the power range of 103-132 kW. At the request of the consumer, motors with a capacity of 60-157 kW can be manufactured, both in turbocharged and atmospheric versions.

For the future, the designers of the enterprise have developed a replacement for the D-180. New 12-liter 6-cylinder engine completed with ; in-line cylinders.
!!! The main advantage of the motor is that it weighs almost a ton less than the D-180 !!!

From foreign manufacturers, the 10-15 liter range covers Deutz, Cummins and John Deere.

Deutz offers several modifications of 6-cylinder engines with a volume of 11.9 liters, with a capacity of 240 - 330 kW and 8-cylinder engines with a volume of 15.87 liters, with a capacity of 400 - 440 kW. Deutz Eightsfound application on BelAZ mining dump trucks.

Cumminssupplies to Russia 8-cylinder copies of the "C" seriesTIER 1 and TIER 2 environmental standards.

Since the mid-90s, the company has been introducing a new generation of diesel models in the series "Quantum" (series QSBand QSC) with an integrated electronic control and diagnostics system. Reliability, durability, efficiency and environmental friendliness of the diesel engines of this series are almost double those of the previous generation models. Motors of the "Quantum" series meet the most stringent environmental requirements of TIER 3.

ENGINES WITH A VOLUME OF 15 - 20 L

Motors of the largest displacement (15-20 liters or more) are produced by Yaroslavsky and Tutaevsky motor factories and ChTZ-Uraltrak.

The smallest motors of this range are produced in Tutaev.
The enterprise produces more than 20 modifications 8-cylinder V-type diesels volume of 17.24 l basic models 8481 and 8424 with turbocharging and intercooling of charge air.

Due to a wide power range (257 - 367 kW), they are used on heavy automobile, road and special equipment, agricultural and industrial tractors, diesel power plants, the production of a ship modification has begun.
Traditional consumers of Tutaev diesel engines are BelAZ, Kirrvsky plant, Minsk, Bryansk and Kurgan wheel tractor plants. Moreover, the motors have found application even on foreign technology. During the overhaul, the native motors of Kato cranes, bulldozers and pipe-layers Caterpillar and Komatsu are replaced with Tutaev ones.

ENGINES FROM 20 L

Yaroslavsky YAMZ-850 12-cylinder V-shaped engine has a serious volume of 25.86 liters and a power of 328 - 418 kW. Such power plants are used on heavy construction equipment manufactured by OJSC "Promtractor".

Motors of the largest volume are produced ChTZ-Uraltrak... 38.88 liter 12-cylinder motors are produced by the enterprise for its own needs (tractors of 25 drawbar class).

Considering the current trend in the production of domestic construction equipment, when the consumer prefers more productive, reliable and economical foreign motors, Russian motor builders will have a hard time.

Delaying the deadlines by launching serial production of new models will further contribute to the spread of foreign motors on the Russian market.