FTD Engine - 20

Type four-stroke diesel beskompressorny

liquid cooling, ignition
compression, direct-injection
Engine brand FTD-20S1
Number of cylinders 6
Cylinder arrangement V -shaped with the angle of 120 °
and a vertical arrangement
axis collapse
The order of numbering of cylinders on the opposite side
flywheel

Operating procedure of cylinders 1L - 1pr - 2n - 2np - 3L - 3pr

Bore, mm 150
The piston stroke length, 150 mm
The working volume of the engine cylinder, 15.9 L
Compression ratio 15.8
Maximum power,
pri2600 rev / min, kW (hp) 210-221 (285-300)
Maximum torque,
pri1500-1600 rev / min, H m (kgf m) 883-1030 (90-105)
The frequency of the engine speed, rev / min:
• 1500-2600 operational
• Recommended operating 1800-2400
• Maximum speed of idling 2900
• minimally stable at idle 700

Overall dimensions, mm:

• length 790
• width 1150
• height 742
Engine dry weight, kg 665
Warranty lifetime, h 500
Fig. 12. The engine (flywheel side view):
1 - crankcase; 2 - flywheel; 3 - arrowhead; 4 - tachometer sensor; 5 - block head; 6 - a head unit cover; 7 - coolant outlet fitting; 8 - the fuel
secondary filter 9 - the exhaust manifold; 10 - high pressure tube; 11 - a fuel pump; 12 - fuel pump; 13 - rod measuring the oil level in the regulator;
14 - centrifugal oil filter; 15 - variable speed governors; 16 - the lever of the fuel pump; 17 - a cover flap access to the nozzle; 18 - the inlet
manifold; 19 - generator; 20 - diffuser; 21 - a gear wheel of a starter.
Fig. 13. The engine (longitudinal cross section):
1 - block head; 2 - Cooled exhaust manifold; 3 - block head cover; 4 - a fuel pump; 5 - high pressure fuel pipe; 6 - priming pump; 7 and 14 - coolant
outlet fitting; 8 - a centrifugal oil filter; 9 - fuel conduit and the air outlet; 10 - Oil supply hose to the centrifugal filter; 11 - The fuel fine filter; 12 -
an outlet valve; 13 - Distribution of release shaft; 15 - a cover flap; 16 - nozzle; 17 - the inlet manifold; 18 - the camshaft inlet; 19 - piston; 20 -
valve vozduhopuska; 21 - the oil pump; 22 - the oil supply to the oil pump nozzle; 23 - oil drain fitting from the pump to the radiator; 24 - cylinder
liner; 35 - inner rod; 26 - the water pump; 27 - coolant drain valve; 28 - inlet of the water pump; 29 - forked rod; 30 - block-crankcase; 31 - the
crankshaft; 32 - the shaft of the counterweight mechanism; 33 - a glass front bearing; 34 - PTO shaft; 35 - All-mode controller; 36 - clip in the oil
feed line from the main engine pump maslozakachivayuschego; 37 - oil feed clamp to the fuel pump; 38 - the lever of the fuel pump.

UTD-20S1 engine consists of the following mechanisms:

 a crank mechanism (crank);
 timing (timing);
 Transmission mechanism (MP);
 counterweight mechanism (PA).

crank mechanismIt is designed to convert the reciprocating motion of pistons into rotary crankshaft motion.
Crank mechanism is:
a) the fixed part:
 crankcase;
 a head block;
b) moving parts:
 crankshaft;
 flywheel;
 crank group;
 piston group.
Crankcase(Fig. 14) for mounting of all parts and serves as a skeleton of the engine power. Crankcase is cast together with shirts with
the angle of the cylinder blocks 120 ° and is a rigid monolithic structure tunnel type. Inside the crankcase is split ribbed transverse
partitions into three cylinder cover and the installation polostdlya gear transmission mechanism. The tunnel formed by bores in the webs,
mounted on the crankshaft main bearings roller.
In the lower part of partitions parallel to the axis of the crankshaft are made rastochkidlya valauravnoveshivayuschego mounting
mechanism.
On the left and right sides of the crankcase is made of three rods lyukadlya installation.
On the right side of the crankcase processed flanges for mounting the oil pump and the water pump pumping pipe.
On the left side crankcase holds a bed for mounting the starter. Above the bed at high tide starter generator is attached.
From the front end to the crankcase there is a flange, on which is mounted a first main bearing cup and the front cover.
Top collapse axially crankcase unit is configured to surge within the bore in which the sleeve fuel injection timing is set. Continuation of
this bore is to support the high pressure fuel pump housing. The second pillar pump - polubugel with two threaded holes. On top of the
high tide, there are two threaded otverstiyadlya oil return to the mechanism of valve timing, fuel pump and air compressor machine. With
the end tidal set shtutserdatchika manometer.
Fig. 14. The crankcase:
1 -rubber gasket; 2 - anchor pin; 3 - coolant bypass tube; 4 - breather; 5 - stud fastening of the oil filter; 6 - eyebolt; 7 - oil drain valve
mechanism to the sleeve; 8 - engine mounting studs to the car; 9 - retraction sleeve oil to the compressor; 10 - fuel filter mounting studs;
11 - fitting for the oil pressure measurement; 12 - pin; 13 - Technological plug; 14 - a front cover; 16 - a glass of the first bearing; 16 - clip
root support; 17 - protective mesh; 18 - drain plug; 19 - the hatch cover; 20 - polubugeli the starter; 21 - cylinder liner; 22 - fuel pump
support: a - the main duct line; b - water channel; in - opening for draining oil from the fuel pump; d - the oil hole from the cavity of the
counterweight mechanism; e - cooling cavity of cylinder liners; Well - the alternator mounting tide; and - cylinder compartment.

The collapse of the crankcase on shpilkahkrepitsya block fuel filters, oil filter unit, the breather. For mounting and dismounting the
crankcase at the top of eyebolts screwed.
Each block formed of three bores, in which are inserted gilzytsilindrov. Between the outer surface of the sleeve and the inner surface of
the bore formed polostdlya annular flow of coolant.
Gilzytsilindrov made of high-alloy steel. The inner surface of the sleeves nitrided. In the upper part of the sleeve has a shoulder with an
annular groove for mounting the sealing koltsagazovogo copper interface.
In order to bypass the cooling water from the cylinder liners in the cavities of the cavity block cooling heads on the upper planes of
blocks formed by fifteen holes. These holes are sealed with rubber rings worn on brass tube.
The upper blocks of eight plane screwed anchoring shpilekdlya mounting blocks heads. On both sides there are units prilivys holes for
studs seaming block heads.
Breather (Fig. 15) is designed to communicate the inner cavity of the crankcase with the atmosphere. The breather housing is formed
as a welded cylinder, inside which is placed the filter pack. On top of the breather fitting lid.
Fig. 15. Breather:
1 -housing; 2 - filter gasket; 3-cap.

On the wall of the rear end of the crankcase has a large shaped flanetsso shpilkamidlya mounting the transmission case. On the same
side in the crankcase are rastochkidlya horizontal mounting axis and bearing gear transmission mechanism. At the top of the rear wall of
the crankcase goes into the box, connecting the cylinder blocks.
Block head(Fig. 16) is cast from an aluminum alloy. The bottom plate together with the upper and side walls form a closed cavity inside
which the cast-located to the side walls and the bottom plate of the head vpusknyei vypusknyekanaly, wells for nozzle installation. The
space between the walls, the nozzle channels and a well head serves as a water cooling jacket.
Bits are set in blocks protruding above the plane of crankcase block piles sleeves and shrink with the block eight and twelve anchor
shpilkamikazhdaya seaming.
Fig. 16. The head unit:
1 -valve seats; 2 - copper sealing ring; 3 - an outlet valve; 4 - an outlet port; 5 - parootvodnoy square; 6 - a head unit cover; 7 - the exhaust
camshaft; 8 - a cover flap; 9 - an inlet camshaft; 10 - push valve Tarel; 11 - Castle tareli; 12 - valve guide sleeve; 13 - valve spring; 14 -
cylinder head; 15 - inlet port; 16 - starting valve; 17 - the inlet valve; 18 - pin seaming.
The junction between the head and the plane of the liner is sealed Burt individual brass rings.
The plane of the lower head three combustion chambers are bored in each of which there are four holes connecting chamber
vpusknymii vypusknymikanalami. In these bore holes are pressed steel valve seats. The internal tapered surfaces of the valve seats tightly
abut chamfer.
On each axis of the combustion chamber holes are bored for the installation of nozzles.
From the side of inlet manifold, below the window, at each cylinder axis launchers mounted klapanysistemy air engine starts.
The coolant in the head jacket supplied from below of a jacket space crankcase. The coolant from the head shirts discharged through
the union, which is screwed into the head in the area of the third cylinder and the steam - through parootvodnoy square.
On the upper surface of the head bearing four camshaft timing set.
The head unit is closed with a lid. Three hatch on the top of the cavity of the head cover covering the stamped lids allow mounting and
dismounting without the removal of the nozzles of the head cover. Axially stamped lids provided with holes opposite the nozzles for the
mounting of the combined fuel drain tubes leaked through the nozzle. On the side wall of the lid are three tide with holes for mounting of
fittings of high pressure pipes, in which fuel is supplied to the injectors.
Crankshaft(Figure 17.) - the rotating part of the crank mechanism. During operation of the engine it receives a load through the
connecting rod and the piston of the gas pressure.
Crankshaft - three-knee, quadrupodal - made of high alloy steel by stamping.
Three crankpin shaft are angled 120 ° relative to each other. Crankpins and the root bearing cheeks interconnected elliptical shape. On
extensions of the first and second cheeks are fixed counterweights. On the one hand a flywheel attached to the shaft, and on the other into
the cavity of the first root supports the shank is pressed. Top radical bearing mounted thrust roller bearing, whose inner ring is pressed
against the flange. On the outer ring of the bearing is put on the glass. The outer ring is locked in a glass split elastic ring.
The other three shaft bearings are treadmills for indigenous radial roller bearing. The crankshaft is mounted in the assembly with the
main bearings and the front glass in heated to 80-90 ° C crankcase.
The crankpins of the crankshaft, there are cavities which are interconnected inclined holes.
In the inner cavity of the crankshaft oil supplied from the engine oil filter through the oil line kanalglavnoy and openings in the first
bearing cup. From the cavity cup butter crankshaft extends inwardly and over the holes in it - in the cavity crankpins.
For supplying oil to the friction surfaces of the inserts in the connecting rod crankpins openings.
Fig. 17. Crankshaft:
1 -thrust roller bearings; 2 - shank; 3 - counterweights; 4 - crankshaft; 5 - roller; 6 - a flywheel; 7 - gear.
 On the part of the sock to the crankshaft gear set from which the transmission mechanism is carried out through the drive components
and assemblies, providing the engine.
Flywheel(. Fig 17) is designed to improve the uniformity of stroke engine; scrolling the crankshaft during engine start-up electric
starter; easy inspection and adjustment in service and repair of machine timing, advance angle diffuser and the fuel supply (via
calibration). Moreover, the flywheel having a counterweight, is one element of the counterweight mechanism.
A flywheel made of steel. Along the outer contour of the flywheel teeth are cut and applied to the rim with the grading scale interval of
one degree rotation of the crankshaft. The flywheel is attached to the shank of the crankshaft at a specific position, for which one of the
locking pins is located at a radius greater than the other.
Connecting rod group(Fig. 18) transmits the force from the piston to the crankshaft. Performs a complex movement, as is involved in
the conversion of the reciprocating motion of the pistons into rotary crankshaft motion.
At UTD-20S1 applied engine system of the central rods. Crank group consists of vilchatogoi vnutrennegoshatunov. Upper head claw
connecting rods connected to the pistons of the left block and internal - right block with the pistons. Lower fork rod head mounted on the
crank pin of the crankshaft, and at its outer lower surface of the working head of the inner rod.
Fig. 18. Cranks group:
 and - fork rod; b - the bottom head of the internal rod; 1 and 12 - pin; 2 - a cover fork rod; 3 and 14 - inserts; 4 - spacer; 5 - pin fork rod;
6 - bushing; 7 - piston pin; 8 - the plug; 9 - a bolt; 10 - a nut; 11 - pin; 13 - a cover of the inner rod; 15 - inner core rod; 16 - a bolt.
Inserts rods are sliding bearings. They are made of steel, the inner surface of the inserts is filled with a thin layer of lead bronze and
leaded for better running. Halves of the inserts are fixed against rotation pins. Final bore liners made after installing them in the heads of
rods.
The upper fork head and internal rods are pressed bronze bushings serving as bearings for the piston pins. The finger is lubricated by
spraying oil through the six holes in the upper head of the connecting rod.
Piston group(Fig. 19) serves for sensing the gas pressure and passing it through a connecting rod to the crankshaft.
Piston group consists of the piston, piston rings, piston pins and plugs.
Fig. 19. Piston Group:
1 -piston; 2 - piston pin; 3 - plug; 4, 5, 6 - the piston rings; and - deepening; b - holes.

Porshenotshtampovan aluminum alloy. To reduce the thermal load on the piston crown is applied by electroplating a thin layer of solid
insulating.
Piston bottom specially shaped conducive to efficient mixing and combustion of the injected fuel.
On the inner side of the piston skirt has two bosses. The bore piston pin bosses is inserted at the junction with the piston rod.
To reduce the weight of the piston with the inner and outer sides of the skirt recesses.
On the surface of the piston machined grooves five, four of which are located above the piston pin hole, and one - below. The fourth and
fifth slot have a bevel maslostochnymi holes. The grooves in the piston are installed piston rings.
Two upper ring condensing, steel, trapezoidal cross section, whose surface is coated with chromium.
The third and fourth rings combined, i.e. together with the seal by breaking gases serve to remove excess oil from the mirror cylinder
liners.
Combined conic ring made of special cast iron. Ring coated with a thin layer of hard chromium.
Fifth -maslosbrasyvayuschee ring - is also made of special cast iron.
The piston pin - floating type, steel, cemented on the outside surface, inside a hollow. The piston boss finger mounted with an
interference fit. On both sides of the piston pin mounted bronze caps, limiting its axial movement and prevents the cylinder bore from a
bully ends of the fingers.
Operation of the crank mechanism
Piston, sensing gas pressure in the combustion chamber, moves downward (from TDC to BDC) and acts via a pin to the connecting rod.
The connecting rod acting on the crank pin, provides a cranking shaft (thanks to the shoulder between the crank and the crank journal).
Inflammation of the working mixture in the cylinders in a strictly defined sequence (1L - 1H - 2n - 2n - 3L - 3n) provides continuous
rotation of the crankshaft, i.e. the reciprocating motion of the pistons is converted into rotary motion of the crankshaft.
valve gear(Fig. 20) serves to provide a cylinder filling them with air and purification of exhaust gases according to the procedure and
corresponds to the engine operating cycle.
Valve gear type valve with overhead valve and overhead-camshaft, i.e. and valves and camshafts mounted on a cylinder head.
timing mechanism consists of:
 the camshaft drive gear (4 pcs.);
 intake and exhaust valves (12 + 12 pcs.).
Fig. 20. Valve gear:
1 -valve drive gear; 2 - the control sleeve nut; 3 - retaining ring; 4 - an adjusting sleeve; 5 - camshaft gear; 6 - a cover of the thrust bearing; 7
- Release Distribution shaft; 8 - the intake camshaft; 9 - camshaft bearing cap; 10 - the inlet valves; 11 - the base of the thrust bearing; 12
- locking ring.

The intake and exhaust camshafts(Fig. 20) are mounted in four bearing on the upper plane of the cylinder head.
At the ends of the camshafts mounted gears are meshed with each other. Gears of camshafts are rotated by the gear mechanism. The
gears are connected with camshafts control sleeve and pressed against the thrust shaft turners nuts which are fixed retaining rings.
Outside the setting sleeves have a triangular slot, and inside - rectangular and serve to adjust the timing. Each camshaft has three pairs of
cams. Profiles of the intake and exhaust cams are identical.
It camshafts hollow channel within the used oil pipe. To exit the oil to the bearings in each bearing and shaft journal has an opening.
The necks of the cams are provided with holes for lubrication tareli cams and valves.
Oil is supplied to the camshafts through the channel in an intermediate gear axis, a vertical channel in the cylinder head and feeds the
thrust bearing.
Valve inlet and exhaust(Fig. 21) are identical in the device and different from one another in size and fungi pictures. The exhaust valve
has a smaller diameter and is made of heat resistant steel.
For each cylinder in the cylinder head is equipped with two intake and two exhaust valves.
 Fig. 22. Driving cam arrangement when
measuring and regulating thermal backlash.

Fig. 21. Valve: 1 - rod; 2 - sweet spring; 3 - large

spring; 4 - lock; 5 - a plate; and b - notches.

The valve consists of a rod with a fungus, plates, and two lock springs. The valve stem a threaded hole for screwing tareli valve. A
threaded joint allows the necessary clearance (Fig. 22) between the valve and the neck tareli camshaft cam when adjusting the valve
timing. This clearance should be between 2.24-2.34 mm.
The position of a plate is fixed after adjustment lock. Lock seated on triangular end of the valve stem. Two concentric springs push
Mechanical lock slots to the slot plate.
Work timing
 When the engine camshafts are rotated by the crankshaft via the transmission mechanism. By rotating the camshaft the cam impinges
on the valve plate and, overcoming the spring resistance, lowers valve inlet opening (exit) window. When the cam escaping valve sits in the
seat by a spring.
Opening and closing of the valves occurs in a strict sequence according to a timing chart.
valve timing
The moments of opening and closing the intake and exhaust valves in accordance with the position of the piston engine is called tact
and valve timing, and their graphical representation diagrams of the valve timing (Fig. 23).
In order to better fill the cylinder with air and more complete cleaning of exhaust gases from the valves are opened at the end of the
previous cycle and closed at the beginning of the subsequent cycle. That is, the intake valves are opened at the end of the exhaust stroke, at
the approach of the piston to TDC and closes at the beginning of the compression stroke, the piston moves to the top dead center.
The exhaust valves are opened at the end of the working stroke, at the approach of the piston to the bottom dead center, and closed at
the beginning of the intake stroke, the piston moves toward BDC.
At a crank angle of the intake valves are opened 20 ° before TDC and closes at 48 ° after BDC. The exhaust valves are opened 48 ° before
BDC and closes at 20 ° after TDC. The total duration of the open state of each valve is the same - 248 ° (20 ° + 180 ° + 48 ° = 248 °).
 Fig. 23. The phase diagram of the engine timing UTD-20S1.
Transmission mechanism(Fig. 24) serves to transmit rotation from the crankshaft to the camshafts valve mechanism, the shaft of the
counterweight mechanism and half units, providing the engine.
Fig. 24. The transmission mechanism:
1 -gear counterweight mechanism; 2 - cover; 3 - a gear wheel of the crankshaft; 4 - crankshaft; 5, 10, 12, 17 and 18 - the intermediate gear;
6 - the oil pump drive gear; 7 - camshaft gear right block; 8 - an intermediate gear drive timing of the right block; 9 - gear unit
(tachometer drive); 11 - a gear wheel drive of the fuel pump 13 - the gear unit (diffuser drive); 14 - drive cam gear; 15 - a gear wheel of
camshafts left block; 16 - the gear unit; 19 - a gear wheel drive of the generator and the fan.

Gear mechanism consists of spur gears mounted on rolling bearings in a special cavity crankcase. Gears are made of stainless steel and
lubricated by spraying oil which is drained from the covers, closing timing of the right and left blocks heads.
Drive the entire transmission mechanism is carried by the crankshaft gear.
From this gear is driven to rotate the shaft balancer-gear counterbalance mechanism with a gear ratio equal to one.
Drive gear camshaft timing mechanism to block and pinion gears diffuser high pressure fuel pump is carried out through a series of
intermediate gear with a strictly defined transmission ratio equal to 0.5. Such gear ratio due to the fact that the engine UTD-20S1 entire
operating cycle takes place in four cycles, ie. E. For two revolutions of the crankshaft.
The drive unit gears electric tachometer sensor through a series of intermediate gear with a transmission ratio as 0.5.
The drive gear of the oil and water pumps and alternator drive gear through the intermediate gear with a transmission ratio of 1.2 and
2,562 respectively.
For adjusting the angle of injection of fuel is connected to the clutch gear drive pump via the control sleeve. The sleeve has the same
structure as the adjustment sleeve, installed on the camshafts timing.
A counterweight mechanism(Fig. 25) is designed to balance the inertial forces generated by the engine.
Inertial forces - the gas pressure forces on the piston and inertial forces of the moving masses during the operating cycle are changed in
magnitude and direction, causing vibration in bearings.
These two forces are balanced by counterweights attached to the first crankpin cheeks: the counterweight formed by the local sample
of metal on the rim of the flywheel, and special balancing mechanism, the shaft of which rotates at an angular velocity of the crankshaft but
in the opposite direction.
 Fig. 25. The balancing mechanism of the engine.
A counterweight mechanism consists of a shaft with its ends fixed to two counterweights, one of which is a gear meshing with the
pinion of the crankshaft.
Counterweights are mounted on the shaft in the same plane but in an opposite position relative to each other on the dowels and bolts
are tightened. To avoid samootvorachivaniya nut from the gear has a left-hand thread. Nuts Stoppers unbendable washers.
Shaft mounted in bores crankcase on three rolling bearings, gear-side counterweight mounted ball, roller, from the side of the
counterweight - a spherical double-row roller bearings.
Shaft bearings are lubricated by spraying a balancing mechanism.
When the engine torque is transmitted from the master gear shaft crank on the shaft and the counterweight mechanism, since the
diameters of the gears are equal, the counterweight mechanism shaft rotates at the same speed that the crankshaft but in the opposite
direction. This is achieved by smoothing inertial vibrations and improving the uniformity of the rotation of the crankshaft.
When the piston moves from TDC to BDC in the cylinder creates a vacuum, which under the action through the open intake valves supplied fresh
air charge.
When the piston moves upwards (and closed valve) is compressed air and for 24 - 27 ° before TDC in-cylinder fuel injected MIST.
Fuel is mixed with air, ignites, the pressure increases sharply, acting on the piston.
The piston moves toward BDC, the crank pin acting through a connecting rod and cranks the crankshaft (accomplished stroke).
At the end of the stroke the exhaust valve opens and the piston moves towards TDC exhaust gases are expelled into the atmosphere.
Ignition of the combustible mixture in the cylinders in the order of 1 l - 1H - 2n - 2n - 3L - 3n leads to a continuous rotation of the crankshaft.
Thus, the thermal energy produced by the combustion of the fuel is converted into mechanical energy of piston motion.
Timely opening and closing valves is provided a gas distribution mechanism, the transmission of torque to the motor mechanisms and half units -
transmission mechanism, improving the uniformity of the rotation of the crankshaft - of the counterweight mechanism, counterweights and a
flywheel.
UTD-20S1 engine is a four-stroke diesel engine, wherein a complete cycle of operation is accomplished in four stroke (two revolutions
of the crankshaft).
Tact- part of the cycle, are performed within a single stroke.
operating cycle(. Figure 26) of the motor consists of four measures:
 admission;
 compression;
 stroke;
 release.
Fig. 26. The working cycle of the engine:
and - the intake stroke; b - the compression stroke; in - stroke; g - exhaust stroke.

The extreme upper and lower positions of the piston in the cylinder, in which its vertical axis is in alignment with the connecting rod,
and are called the top dead center (TDC) and bottom dead center (BDC).
In the cylinder of the engine are distinguished:
 the cylinder volume enclosed between TDC and BDC, called the working volume of the cylinder;
 the cylinder volume enclosed above the piston at its TDC position is called the volume of the combustion chamber (compression ratio);
 the cylinder volume enclosed above the piston at its BDC position, called the total volume of the cylinder;
 the sum of the working volume of the cylinder, expressed in liters, called engine displacement;
 total volume ratio of the cylinder to the combustion chamber volume, is called the degree of compression.
intake strokeIt serves for filling of the cylinder with fresh air charge. Performed when the piston moves from the TDC to the BDC. When
this negative pressure created in the cylinder (cylinder pressure becomes subatmospheric 0.8-0.9 kgf / cm2) and the outer air through
open inlet valves rushes into the cylinder.
For better filling of the cylinder intake valves are opened for 20 degrees before the approach of the piston to top dead center, and
closes after the piston passes BDC to 48o. Thus, the inlet duration is at 248o crank angle.
compression strokeIt serves to compress the air and fuel preparation autoignition conditions. It begins with the closing of intake and
exhaust valves when the piston moves from BDC to TDC.
Incoming fresh air in the cylinder is compressed in a continuously decreasing nadporshnevogo space volume. The air in the end of the
bar is compressed to a pressure of 36-39 kgf / cm2. The air temperature during compression is increased to 550-600 ° C.
When the piston of 24-27o BTDC overpiston space in finely divided form is injected into the diesel fuel.
Cycle ends at the time when the piston reaches TDC.
Beat stroke.Due to the high temperature of the compressed air injected into the combustion chamber the fuel ignites spontaneously.
After TDC the piston will pass, when the gas pressure of fuel combustion increases rapidly to 80-90 kgf / cm2, and the temperature -
do1800-1900oS.

Piston pressurized gas moves toward BDC, acting through a connecting rod to the crank of the crankshaft and performing single
working cycle of the four - stroke.
The expansion of the gas pressure is reduced to 2.5-3 kgf / cm2 and temperature - up 700-800oS.
Thus, the thermal energy created by the combustion gases is converted to mechanical energy of piston motion.
 exhaust strokeIt serves for cleaning the cylinder of exhaust gases. Exhaust gases from the cylinder starts with the opening of the
exhaust valves, i.e., when the piston of 48o to BDC in the power stroke cycle.
From the combustion cylinder is purified:
 when moving the piston stroke to BDC in the power stroke due to the pressure difference in the cylinder and the ambient atmosphere
(the pressure in the cylinder at the moment of opening the exhaust valves is 2.5-3 times higher than atmospheric pressure);
 as a result of ejection of the exhaust gas piston, moving to TDC in the exhaust stroke;
 due to inertia of the flow and displace it with fresh air at the opening of the intake valve in the intake stroke when the piston moves
from TDC to BDC.

The duration of exhaust is at 248o crank angle (in tact stroke - 48o, forced release - 180o, in the intake stroke - 20o).
From the beginning of the inlet (20 ° BTDC) before the end of manufacture (20 ° after TDC), i.e. within 40 degrees of crank angle, at the
same time open the intake and exhaust valves. In this range, it called a valve overlap, the cylinder is purged, which contributes to a better
cleaning it from the residual gas and better filling of the fresh air charge.
The opening and closing the intake and exhaust valves are called valve timing, and their graphic image - timing diagram.
Angle initiating the high pressure fuel pump when adjusting the set 24-27o before TDC in the compression stroke.
engine fuel supply system (. Figure 27) consists of the following components:
 fuel tanks;
 fuel gauge;
 BTSN fuel pump;
 fuel cocks (system and heater);
 fuel filters coarse and fine filters;
 motor fuel pump;
 high pressure fuel pump;
 variable speed governors;
 Automatic clutch advance angle supplying a fuel;
 nozzle;
 lines of high and low pressure;
 drainage system with a valve;
 fuel control actuator.
fuel tanksare used for storage and transportation of fuel in the car.
The main tank and the additional tanks are located in the troop compartment. The main fuel tank divides troop compartment into two
parts. Additional back-tanks are arranged on both sides of the main fuel tank. Cavities feed doors are also additional tanks. The main fuel
tank and the door bins are filling neck.
 Additional fuel tanks are connected to conduits between themselves and with the main tank. Fuel tanks through drain pipes and drain
valve in communication with the atmosphere.
The main and additional tanks are welded from aluminum sheets. Fuel tanks are bolted to the beams of the bottom of the machine
housing with rubber gaskets.
Fuel is drawn into the engine from the main fuel tank, as well as tanks interconnected generation fuel produced from all tanks
simultaneously.

Merges fuel through the main fuel tank valve.

Fuel gaugeIt serves to determine the quantity of fuel in the fuel tanks. It is a tube made of organic glass which is inserted into a metal
housing with graduations. The price of each division 50 liters. Fuel gauge located on the left side of the front portion of the main tank and is
connected with piping.
Fuel pump BTSN(Fig.28) is used for filling the fuel supply line to the engine start-up, as well as to remove air from the line via this
drainage system.
Fig. 28. Centrifugal pump priming BTSN:
1 -nut; 2 - propeller; 3 - key; 4 - cover; 5 - the impeller; 6 - the motor shaft; 7 - plug; 8 - cuff; 9 - support cone; 10 - pump body; 11 - bushings
labyrinth seal; 13 - the electric motor; 13 - socket of the connector; 14 - the plug; 15 - the reflector; 16 - a spring sleeve; 17 - a nut.

BTSN pump is mounted on the right side of the main fuel tank and consists of an electric motor D 100 and the centrifugal pump.
A centrifugal pump consists of a housing, impeller, seals, and propeller pump cover.
Pump housing - aluminum. It is designed to accommodate the protruding part of the motor armature shaft, ball bearings, seals and
parts of the impeller, as well as for fastening BTSN on the fuel tank.
To protect the motor from fuel shaft fitted cuff and a labyrinth seal.
The impeller is mounted on the motor shaft at the spline.
 The propeller is mounted on the shank and the engine shaft together with the impeller is fixed with a nut. It is designed to create a fuel
pressurization at the inlet of the impeller, as well as partial separation of gas bubbles.
Fuel contained in the tank is fed by gravity to the pump and the pump running, the impeller is supplied to the fuel feedline. The surplus
fuel together with air bubbles is displaced back into the tank.
Fuel taps.On the wall of the power pack to the right of the seat of the driver of the crane installed two fuel: fuel system valve and fuel
valve on the heater.
The fuel system valve(Fig. 29) serves for the supply of fuel to the engine from the fuel tanks. Fuel valve - valve type - consists of a
housing, a valve stem, two springs, cam, lever, sealing rings. When the handle forward position (position 3) is pressed against the valve
cylinder spring end fitting tap, the tap hole is blocked, and the output is interrupted fuel supply to the engine fuel feed pump. When the
handle rear position (position G) raises the cam rod to a valve outlet opens the tap hole and the fuel supplied to the engine fuel feed pump.

Fig. 29. The fuel cock:

and - the crane heater; b - fuel valve; 1 - body of the crane; 2 - consolidation; 3 - ring; 4 - Stop the needle; 5 - eccentric; 6 - the handle of
the crane; 7 - the valve stem; 8 - spring; 9 - the valve.
Fuel valve heater(Fig. 29) serves to supply fuel to the nozzle heater.
Fuel valve, a needle-type, consists of housing, locking the needle, and sealing rings.
When wrapped needle until it stops in the direction of arrow CLOSED fuel supply to the nozzle heater is turned off.
When everted needle to overflowing in the direction of arrow OPEN fuel is supplied to the nozzle heater.
fuel filtersused for cleaning the fuel from mechanical impurities and water.
The fuel strainer(Fig. 30) is used for fuel before it enters a prefilter fuel pump.
In the left rear corner of the power pack (for partitions).
Fig. 30. The fuel prefilter:
1 -thrust washer; 2 - gland; 3 - filter element; 4 - a glass filter member; 5 - filter housing; 6 - inlet nozzle; 7 - an arm of the filter mount; 8 - a
nut; 9 - outlet fitting; 10 - filter cover; 11 - a lining of a cover; 12 - the central stud; 13 - boss; 14 - biasing spring; 15 - Gauging tape filter
element.
The fuel strainer - trench type - consists of a filter element, cups, cases, covers with inlet and outlet fittings.
Fuel enters through the inlet nozzle into the cavity between the filter element and the filter housing from the filter element through the
gaps purifying from mechanical particles, enters the discharge nozzle.
Fuel fine filter(Fig. 31) is used for further purification of the fuel solids and air outlet, has got into the fuel system.
It is located between the blocks of the engine cylinders.
Fig. 31. The fine filter (single-section):
1 -the check valve body; 2 - cover; 3 - rod; 4, 6 - nut; 6 - bushing; 7 - the pressing plate; 8, 12 - O-rings; 9 - a lining; 10 - gon air outlet and the
surplus fuel from the section; 11 - paper filter element; 13 - washer; 14 - gon discharging purified fuel; 15 - sealing plate; 16 - spring; 17 -
Condensate drain plug; 18 - metal mesh; 19 - felted filter plate; 20 - output spacer; 21 - a felt filter element; 22 - output spacer; 23 - front
spacer; 23 - fuel inlet to the filter polygon.
 Fuel fine filter consists of a two-part housing, the felt and paper filter elements, covers, are attracted to the body by rods and nuts.
Felt filter element consists of a sealing plate soldered to the metal mesh while wearing it on the nylon cover and a set of felt filter plates
separated by spacers input and output. Set of plates and spacers is pressed against the sealing plate and the pressure plate tightening nut.
A nut screwed on the threaded sleeve which is soldered to the upper end of the grid.
A paper filter element is formed as a cylinder closable at its ends by metal covers. Fuel cell through pores extending from the outer
surface to the center and further on the inner cavity of the rod in the channel at the output of the filter.
Cavities filtered and unfiltered fuel separated sealing rings arranged on the rods and filter covers.
Inverse filter is designed as a valve ball and spring. When reaching the filter pressure 0.02-0.05 MPa (0.2-0.5 kg / cm2), the valve opens
and air from excess fuel bypassed to the fuel tank.
Engine fuel priming pump(Fig.32) is used to supply fuel from the fuel system to the high pressure pump.
Mounted on the housing of the fuel high-pressure pump and receives the drive from the fuel pump shaft of the eccentric cam.

Fig. 32. Fuel pump motor:

1 -the pump housing; 2 - an intake valve; 3 - piston pump; 4 - spring piston; 5 - valve seat; 6 - clip pusher; 7 - axis of the roller; 8 - pusher; 9 -
a spring pusher; 10 - a rod of a pusher; 11 - by-pass valve; and, - a cavity.
 Engine fuel feed pump - piston type - consists of the following major parts: the body, a piston, a spring, a rod, a pusher spring, the inlet
valve and bypass valve.
Pump operation is as follows. When rotating the high pressure pump is an eccentric cam shaft moves the piston upwards and the
spring returns it down, resulting in reciprocation of the piston. When lowering of the piston in the cavity asozdaetsya vacuum and fuel
enters through the inlet valve into the cavity. Simultaneously, fuel in the cavity b, the piston is pressed and fed into the pipeline. When the
piston moves upwardly in the cavity asozdaetsya pressure, the inlet valve closes, and the fuel through the bypass valve enters the cavity
used. Since the process is repeated continuously.
High-pressure fuel pump(Fig. 33) serves for supplying under pressure to the injector of each cylinder specific fuel portions.
Installed in the collapse of the engine crankcase.
Fig. 33. The high pressure fuel pump (fuel pump):
1 -locking screw of the plunger sleeve 2 - exhaust air tube and fuel; 3 and 39 - a cover; 4 - a filter element; 5 - oil filter housing; 6 - cam
shaft; 7 - priming pump; 8 - fixing screw follower; 9 - the fuel pump housing; 10 - pin; 11 - spring bottom plates; 12 - the plug; 13 and 34 -
a nut; 14 - the plunger sleeve; 15 - ring gear; 16 - the upper spring plate; 17 - rotary sleeve; 18 - a spring of the plunger; 19 - rack; 20 - a
bolt of the pusher; 21 - lock nut; 22 - clip pusher; 23 - the case of the pusher; 24 - needle bearing; 25 - conical Tarel; 26 and 36 - the stops;
 27 - sleeve stop; 28 - blind nut; 29 - crossing control; 30 - a plate of the regulator; 31 - contact ball bearing; 32 - control lever; 33 - control
the ball; 35 - axis of the lever; 37 - roller; 38 - unit rack; 40 - spring; 41 - the housing of the regulator; 42 - spring lever; 43 - control lever;
44 - discharge valves; 45 - tubing; 46 - a stopper.

The high pressure fuel pump - plunger type - consists of the following main parts: a housing, a cam shaft, six pumping sections, and the
controller turns the drive control.
housingAluminum, box-like shape, with internal baffles. In the upper part of the housing on each block, there are windows for access to
the mechanism regulating the fuel supply and to the pushers. Windows covered with steel stamped covers.
The upper part of the pump housing is an opening for pouring conserving lubricant and mounted slotted filter through which the pump
is supplied oil from the engine lubrication system.
In the housing on each side drilled with two longitudinal channels, of which one is hollow for the supply of fuel to the pumping section,
and the other to install the rack mechanism changes the amount of fuel supplied.
Above each fuel channel at the top of the housing formed by two holes for fixing the fuel supply pipelines.
CamshaftIt is mounted on two bearings in the housing, in the center. Cam drive has three pumping sections, and the eccentric drive
transfer pump. Each cam shaft drives the two pump sections - one right and one left pump units. After every 60 ° rotation of the cam shaft
of one of the pump sections of the fuel supply occurs.
pumping section(Fig. 34) perpendicular to the cam shaft mounted in housing blocks, three on each side, each of which serves one
cylinder.
Fig. 34. The pumping section: 1 - body of the discharge valve; 2 - valve; 3 -
spring plate; 4, 12 and 16 - sealing rings 5 - locknut; 6 - a spring discharge
valve; 7 and 15 - the supporting ring; 8 - lock nut; 9 - lock nut all the way; 10 -
stop; 11 - cap 13 - overflow pipe; 14 - a nut; 17 - rack; 18 - rotary sleeve; 19 -
the plunger sleeve; 20 - the plug; 21 - a spring of the plunger; 22 - a bolt of the
pusher; 23 - a counternut of a pusher; 24 - pusher body; 25 - clip pusher; 26 -
pin; 27 - needle bearing; 28 - the axis of the pusher; 39 - the bottom plate of a
spring; 30 - the upper spring plate; and b - channels
 Each pump unit is a pump of the piston type, comprising a pusher, a special
form of piston (plunger) and a cylinder (sleeve), the discharge valve. The
plunger and the sleeve (Fig. 35) is called a pair of plunger. Fuel is sucked and
pumped with reciprocating motion of the plunger in the sleeve.

Fig. 35. The plunger and the sleeve:

1 - plunger; 2 - protrusion; 3 - a head; 4 - sleeve.
When the engine camshaft via tappet provides a plunger reciprocates. When driving the plunger down the sleeve bore inlet opens and
fuel fills the cavity above the plunger. When moving the plunger up inlet overlaps the upper edge of the plunger, the pressure starts to rise.
Under high pressure (250 kgf / cm2), the discharge valve opens and fuel is injected by a high pressure conduit to the nozzle.
Fig. Rotatable sleeve 36. Plunger:
1 -rack; 2 - toothing; 3 - housing sleeve; 4 - the clamping screw; 5 - plug sleeve; 6 - the plug; and - slots; b - mounting risks; in - slots for the
projections of the plunger; g - opening for beard; d - opening for supplying fuel; e - opening for supplying fuel and for the locking screws
(bypass); Well - shut-off edge of the plunger; h - vertical slot.
 For changing the amount of fuel supplied to rotate the plunger. By turning the plunger clockwise shut-off edge on its surface will open
bypass hole later. As a result, the amount of fuel supplied to the pump to increase. When you turn the plunger counter-clockwise decreases
the fuel supply.
The plunger in a desired direction rotates the rotary sleeve (Fig.36), coupled with a rack mechanism for varying the amount of fuel
supplied, which is connected via coupling elements to a handle knob. By turning the control lever, rack ensure simultaneous rotation of all
the plungers in the cartridges, thereby changing the amount of fuel supplied to the engine cylinders.
Governor(Fig. 33) for maintaining a predetermined speed of the crankshaft of the engine under various loads.
The regulator is located in the pump housing on the end of the cam shaft and constitutes one unit with it.
Control - Mechanical, all-mode, centrifugal -consists of the following major parts: tapered tareli, crosses with five balls tareli plane,
lever pivot, links connected with the racks, and a spring arm connected to the drive control.
Fig. 37. The circuit operation of the controller:
1 -spring lever; 2 - gear rack; 3 - cross regulator; 4 - cam shaft of the fuel pump; 5 - conical Tarel; 6 - control the ball; 7 - a plate of the
regulator; 8 - contact ball bearing; 9 - stop; 10 - roller; 11 - control lever; 12 - a spring.
In operation, the motor rotates the pump shaft and the cam rotate together and the balls cross with it (Fig. 37). With increasing
revolutions balls by centrifugal force away from the center of rotation and by moving a conical tareli back down flat base. The arm, turning
the axle moves the toothed rack in the direction of decreasing the fuel supply. The engine speed is reduced to a predetermined, defined
spring tension by the actuator. With decreasing RPM centrifugal forces acting on the balls are reduced, they are moved by the spring force
of the rotational axis, and wherein the toothed racks are moved toward the fuel increase.
To prevent an abrupt change of revolutions when a sudden load change of the cross grooves are not arranged radially and at an angle
to the direction of the radius.
Automatic fuel injection timing clutch(Fig. 38) is designed to change the angle of starting the fuel pump in dependence on the frequency
of rotation of the crankshaft and the torque transmission mechanism from the motor gear to the cam shaft of the fuel pump.
Mounted in the sleeve bore tide engine crankcase.
Fig. 38. The automatic clutch advancing fuel:
1 and 20 - nut; 2 - cover; 3 - a flange; 4 - crankcase; 6 - a gear wheel drive of the fuel pump; 6 - an adjusting sleeve; 7 - ring; 8 - sinker
axle; 9 - bob speed meter; 10 - housing velocity meter; 11 - spool; 12 - servo; 13 - a sealing ring; 14 - a spring of the servo piston; 15 - the
shaft of the fuel pump; 16 and 21 - locking ring; 17 - plug; 18 - the case of the clutch; 19 - the axis of the spool; 22 - locking ring; and - a
passageway; b - the annular groove; in - oil feed hole; d, e - the oil hole.
The clutch consists of a housing, the centrifugal speed sensor of the crankshaft, a hydraulic servo tracking operation that includes a
servo piston. The servo piston is connected to the pump cam shaft via helical splines.
The recess piston fixed weights, are centrifugal rotation speed meter.
 When the engine body with a piston rotates as one unit, transmitting the torque from the gear mechanism to the cam shaft gear pump.
With increasing engine speed the weights differ, the piston moves relative to the housing and through oblique slots further rotates the cam
shaft rotation in the course of increasing the angle of fuel injection timing. By reducing the turns of the reverse process occurs.
Thus, the coupling provides automatic angle change fuel injection timing depending on the engine speed.
Nozzle(Fig. 39) is designed for supplying fuel to the combustion chamber portions in the form of finely divided and uniform
distribution.
The nozzles are installed in the cylinder head at cylinder axis.
Fig. 39. Nozzle:
1 -housing; 2 - sprayer; 3 - needle; 4 - filter slit; 5 - Rod;
6 - a spring.
Nozzle sealed type motor with multi-hole sprayer consists of the following major parts: the body, the nebulizer needle, the slotted
filter, rods and springs.
The housing has a connector for connecting the high pressure pipe.
Slit filter consists of two sleeves, between which the diametral clearance of 0.002 - 0.004 mm. Matched pairs sleeve and can only be
replaced together. Fuel let down from the high pressure pump is pressed through the clearance gap filter and mechanical particles are
retained in the grooves of the inner sleeve.
The bottom of the nebulizer body evenly circumferentially arranged nozzle seven holes with a diameter of 0.25 mm. Needle atomizer
its locking cone is pressed by a spring to the seat post through the housing and closes the access to the fuel nozzle orifices.
The injection pressure is determined by adjusting the nozzle spring, tightening the nut.
In operation, the fuel that has passed through the filter slit, the three channels is supplied into the cavity under the needle. When the
pressure in the cavity created by the high pressure pump section, reaches 250kgs / cm2, the needle rises sharply up to 0,5-0,6mm against
the force of a spring tightening the fuel is injected from the nozzle holes to the combustion chamber. At the end of fuel injection pressure in
the cavity of the atomizer falls sharply and quickly needle sits in the seat, so the fuel supply is cut off without leakage.
fuel pipelines(Fig. 27) are divided into ducts low and high pressure.
Pipelines low pressureprovide a connection between a fuel tank, the fuel supply to the fuel pump and discharge of excess fuel.
High pressure pipelinesproviding a supply of fuel from the fuel pump to the injectors sections.
Drainage system with valve(Fig. 27) prevents the formation of underpressure in the tank as fuel.
The system includes a drainage piping and a drainage air valve.
In the formation of the tanks discharge poppet valve opens, compressing the spring, and lets air into the tanks.
fuel control actuator(Fig. 40) serves to change the amount of fuel supplied to the engine cylinders, depending on road conditions and
travel speed for setting a constant fuel supply (hand drive) and to quickly stop the flow of fuel when triggered Collective protection
systems and middleware.
Fig. 40. The drive control fuel delivery:
1 -lock-nut; 2 - an adjusting bolt; 3 - accelerator pedal; 4 - draft; 5 - hand drive traction; 6 - the bypass valve; 7- valve opening lever; 8 - stop;
9 - manual control handle fuel supply; 10 - vertical drive shaft; 11 - partition wall separating force; 12 - track rod; 13 - Front with the
lever; 14 - the engine fuel pump to the regulator; 15 - traction to the fuel pump lever; 16 - fuel pump lever; 17 - mechanical stop of
maximum fuel supply; 18 - mechanical stop zero fuel supply; 19 - the motor stop mechanism; 20 - draft; 21 - the lever; 22 - adjusting
screw; 23 - the drive spring; 24 - double-arm lever; 25 podkabluchnik; 26 - spring; 27 - pin; 28 - draft; 29 - Ball; 30 - a spring of the
locking device; 31, 32 - nut; 33 - the saddle; 34 - the housing of the locking device; E - gap.

fuel supply is controlled by a workplace of the driver using a mechanical drive with a pedal-operated or manually operated.
Drive foot operatedIt includes pedal rods, pipes pedal levers with the bridge, the engine stopping mechanism, a vertical roller levers
and racks with a two-armed lever.
When you press the pedalthrough linkage system and actuator arm force is transmitted to the fuel pump control lever. The lever is
rotated, and the fuel pump increases the fuel supply. In this case, manual transmission remains stationary since the finger dvuplechnogo
lever moves freely along the elongated slot traction lugs.
Pedal position, squeezed up to the stop in the adjusting screw corresponds to the maximum fuel supply. Thus between the control lever
and the stop limiter of maximum fuel supply should be maintained 0.15-0.3 mm gap.
When the pedal is releasedthe control lever is rotated, and the fuel supply is reduced.
When the pedal is completely released and no gap between the control lever and the abutment-stop fuel supply is stopped (engine
stopped), the finger between the lever and the traction lug should be a gap of 0.5-1.0 mm.
The mechanism of stopping the engine (MOD)the actuator is activated when the fire suppression system and collective protection and
for stopping the engine.
Fig. 41.Engine stop mechanism:
1 -electromagnet ELS-3; 2 - earring; 3, 8 - retaining ring; 4 - washer; 5 - spring; 6 - rod; 7 - balls; 9, 10 - lever; 11 - plug;
12 - an arm.
MOD includes an arm on which are mounted all the details of the mechanism, the electromagnet ELS-3, the sleeve with a lever arm, two
spheres, rod, spring, earrings, two circlips and washers.
The rod is connected to the armature of the electromagnet earring. One arm is welded to the sleeve, and the second arm has a free fit in
the sleeve and is retained against axial displacement retainer ring. The arm has two slots, which include balls.
When the solenoid is switched offunder the force of the spring rod holds the balls in the grooves of its large diameter cylindrical
portion. The arms rotate together with the hub as one piece, enabling the transmission of efforts from the foot and hand drive arms to the
fuel pump lever.
With the electromagnetanchor for earring moves rod that releases balls. Under the action of the bevel arm balls move along the
grooves inside the sleeve openings. The lever is disengaged from the sleeve and under the action of the spring adjuster fuel pump control
lever is set to zero regardless of the pitch of the pedal or manual drive handle. The engine stops.
To restore the fuel control action necessary to drive off ESD switch from the central panel, and actuators installed on the zero fuel
delivery. Under the action of the spring rod moves the balls into the grooves of the lever and holds them in this position. The lever will
rotate integrally with the hub and the lever passing effort of the pedal or hand drive lever to the fuel pump control arm.
 manual driveused to set the minimum sustainable rotational speed of the engine crankshaft, and also if necessary a long maintain
constant speed at any time.
Hand drive consists of a handle locking device (housing, a ball, two springs, nut) and traction. To limit the rotation of the handle
exceptions jamming with decreasing speed pin installed. Rod held against inadvertent rotation due to the timing of the mechanical
engagement of the handle with the body.
must handle, pulling upwards, to bring out of engagement with the housing teeth and move or rotate on counterclockwise, the rod
moves up (down) and rotates the two-armed lever to change the engine crankshaft speed manual transmission. The lever turning acts
through the linkage system and the rest of the drive levers to the pedal and the fuel pump lever - the fuel supply decreases (increases).
Upon reaching the desired frequency of engine crankshaft rotation is necessary to release the handle.
By acting on the foot pedal, the fuel supply can be increased to a maximum, but then reduce it can only be installed to a manual drive.
During operation, you must perform the following operation.
When CO:
 check refueling system and leaks;
When ETO:
 further refuel the fuel system;
With TO № 1:
 further check the oil level in the regulator of the fuel pump;
With TO № 2:
 further need to replace the oil in the fuel pump controller;
 check adjustment fuel control actuator;
 wash the coarse and fine filters fuel purification;
 clean the drain valve.
possible faults
During the operation, the following major faults:
1. Engine does not start - Air in the fuel system; low starting speed; clogged fuel filter element.
2. After starting the motor is stopped - the fuel valve is closed; there is no fuel in the tanks; clogged fuel line.
3. The engine does not develop full power - out of adjustment drive the fuel supply; or faulty fuel pump nozzle.
4. Engine smokes - Insufficient heating after start-up; defective nozzles.

AIR SUPPLY ENGINE

the engine air supply system is designed to clean dust from the air entering the engine cylinders.
the engine air supply system (. Figure 42) consists of:
 the air intake pipe;
 the annular duct;
 air cleaner with ejector dust extraction;
 two intake manifolds.

Fig. 42. The engine air supply system:

1, the air intake pipe; 2 - supplying air from the pneumatic tube; 3 - air intake pipe in the HLF; 4 - valve drain water from the pan; 5 -
the annular duct; 6 - cover; 7 - air pocket 8 - the valve draining the air pocket; 9 - the air intake pipe to the compressor; 10 - flap track
winter air intake; 11 - air intake pipe to the generator; 12 - an air cleaner; 13 - ejector dust extraction.
 Intake pipe(Figure 43). - retractable telescopic - located on the roof of the car between the tower and the troop compartment hatches.
Inside the tube is mounted an air cylinder, via which pipe extends upwards to protection against water ingress at overcoming water
barriers. Above the pipe cover is provided for protection from rain. To drain water trapped in the suction pipe pallet, provided with a
valve.
Fig. 43. The air intake pipe:
1 -pneumatic cylinder; 2, 15, 21 - bolts; 3 - locking nut; 4, 24 - pipelines; 5 - the roof housing; 6 - cuff; 7, 12, 19 nut; 8, 10, 11 - the tube
bends; 9 - rod cylinders; 13 - mesh; 14 - frame grid; 16 - Cover; 17 - spring; 18 - stiffeners upleg; 20 - the terminator; 22 - strip; 23 - the
annular duct; 25 - sleeve; 26 - a rack; 27 - pan; 28 - glass; 29 - fuel tank; 30 - the valve.

The annular duct(Fig. 42) located around the device per unit length of the tower.
The pocket is annular duct in the partition separating force. Inside the pocket is a net that protects against foreign objects.
Access to the grid through the hatch, the lid closed. At the bottom of the pocket has three valves, two of which are intended to drain off
water, the third (middle) - for the collection of solid particles.
air cleaner(Figure 44.) - tapeless with automatic ejection by removing dust from the dust collector. It is attached to the bottom of the
ejector box.
Fig. 44. The air purifier:
1 -housing; 2 - cyclones; 3 - dust suction ejector; 4 - inlet tube
exhaust gases.
The main parts of the air is a cyclone unit, a dust collector and the collection of the purified air. To the air cleaner housing are welded
pipes, hoses and clamps which are connected to the duct, the engine intake manifold and blowing nozzle generator. In the case of an air
cleaner, there are two holes for water drainage.
 Purification of air entering the engine cylinders is performed cyclone unit consisting of 39 identical device cyclones. The cyclone
includes a cone-shaped body with vozduhopritochnym window, which is a tube directed tangentially to the cyclone body, and the central
tube, welded into the cyclone cover.
The housing of the cyclone unit on the one hand communicates with a dust collector, on the other hand - with a collection of purified
air. At the outlet of a dust collector installed in the valve case of the dust suction valve which in a closed position prevents water from
entering the air cleaner when the vehicle afloat.
For signaling the position of the dust suction valve on the air cleaner is installed a limit switch with a lever. valve is controlled by the
same drive that control the intake pipe.
The bottom set ejector flap winter air intake flap which closes the connecting podradiatornoe ejector with a cavity space of the air
cleaner housing. The damper is controlled by the drive. valve drive consists of handwheel carriage with balls screw, the two arms, a roller
and a spring. In summer and in overcoming water obstacles flap should be closed, ie. E. Knob wrapped in direction CLOSED, in the winter
flap must be open, ie. E. The knob unscrewed to the stop in the arrow direction OPEN.
During the summer,(. Figure 45) operation when the valve is closed atmospheric air through the air intake duct and enters into the
annular pocket of the annular duct where is branched into two streams: one - through the conduit to cool the compressor, the other - and
the mesh tube in an air cleaner.
Fig. 45. The scheme of the air:
1 -clean air chamber of the air cleaner; 2 - the air supply pipe to the right of the engine unit; 3 - cyclones; 4 - rod cylinders; 5 - the air valve
protection against ingress of water; 6 - the tube for supplying engine exhaust gas to the ejector dust suction; 7 - nozzle; 8 - ejector dust
extraction; 9 - duct ejector cooling system; 10 - air cylinder; 11 - exhaust trail; 12 - engine cooling radiator; 13 - flap track winter air
intake air cleaner; 14 - air feed pipe to the air cleaner; 15 - air feed pipe for cooling the compressor; 16 - the annular duct; 17 - valve
draining the pocket; 18 - air feed pipe to the generator; 19 - valve drain water from the air; 20 - inertial grille; 21 - the bottom of the air
cleaner; 22 - air feed pipe to the left engine block; 23 - dust collector.
In the air portion of the air passes through the grid, wherein under the influence of inertial forces is cleaned of dust and sent through
the pipe for cooling the generator, the other part through vozduhopritochnye window - the cyclones. Passing through the tangential
 direction of the window, the air gets a rotational movement. Dust particles by centrifugal force are dropped to the walls of the cyclone and
fall into a dust collector where dust is sucked by an ejector conduit dust suction and, together with the exhaust gases emitted into the
atmosphere. The cleaned air flows from the cyclones into the collection and further through the inlet manifolds to the engine cylinders.
In the winter,at open throttle the air flowing through the radiators positioned in the duct of the ejector, through the hatch and heated
winter air intake enters the air cleaner housing where it is mixed with air from the annular duct.
The lubrication system consists of the following units (Figure 46):
 oil tank with the oil filler tank;
 maslozakachivayuschego pump (MOHP-3);
 the engine oil pump;
 oil filter;
 oil coolers;
 instrumentation (pressure gauge and thermometer);
 channels and conduits.
oil tank(Fig. 46) is used to store oil. It is located in the power unit, is mounted on bearings on the bottom and fixed clamping strip to the
right side of the machine. The capacity 48 liter tank.
The tank is welded from sheet aluminum, having internal baffles to reduce splashing oil. Buck rubber-canvas hose connected to the
filler tank, in which a mesh filter and a measuring rod (probe). The tank is closed with a plug mounted in her wire packing.
Access to a tank during refueling and oil level control is carried out through an opening in the roof of the housing, closed by a stopper
armor. The oil tank is mounted heater boiler, which provides efficient heating of the oil when the engine is preparing to launch when
winter operation.
Fig. 46. Engine oil:
1 -housing the filler tank; 2 - filter tank filler; 3 -probka the filler; 4 - probe; 5 - the oil tank; 6, 16 - oil lines; 7 - filler tank; 8 - union nut of the
probe; 9 - the drain pipe; 10 - waterproof valve; 11 - the oil cooler; 12 - Pressure gauge sensor; 13 - Engine; 14 - the oil pump; 15 -
 maslozakachivayuschy pump (MOHP-3); 17 - filter maslozakachivayuschego pump (MOHP-3); 18 - oil return line from the oil pump to
the radiator.

The tank bottom mounted flush return poppet-type valve, closable stopper. To access the traffic jam in the bottom of the machine
housing there is an opening closed by a plug of armor. The partitions inside the tank to form a compensation tank, which provides rapid
heating of the oil in the area of the intake pipe and maslozakachivayuschego pump.
Drain oil from the radiator to the tank via the pipe welded into the upper tank wall. On the side wall of the tub is fixed
maslozakachivayuschy pump MOHP-welded pipe 3 and intake system oil.
Maslozakachivayuschy pump MOHP-3 (Fig. 47) gear type driven by an electric motor. MOHP for supplying oil to the engine before
starting. Includes a button "PUMP" on the central instrument panel. The pump housing is connected to the motor housing and has two
openings: an inlet connected to a conduit with a tank and an outlet connected to the main oil manifold. In case two gears are installed, one
of them leading, connected to the motor shaft.
Fig. 47. Maslozakachivayuschy pump MOHP-3:
1 -MN-1 motor; 2 - pump body; 3 - clutch spline; 4 - oil seal assembly; 5 - a gear wheel driving; 6 - a lining; 7 - pump cover; 8 - the plug; 9 - a
gear wheel driven; 10 - bypass valve; 11 - valve spring; 12 - a stopper.

When the his-3 MOHP gear oil is sucked through the inlet of the oil tank and is pumped through conduit into the main oil gallery to
lubricate the rubbing surfaces at the time of engine start. To prevent the increase of the system pressure in the pump housing is mounted a
bypass valve set at a pressure of 12 kgf / cm2. When high pressure oil is bypassed through the valve back into the receiving space. Pump
10 l / min. With the engine oil circulation system is carried out in an oil pump.
Engine oil pump(Fig. 48) gear, two-piece.
It is intended for supplying oil to the friction surfaces of engine parts and pumping oil from the crankcase through the cooler to the oil
tank. The pump is mounted on the right side of the engine (a cylinder block) and receives the drive from the crankshaft through a gear
mechanism. It consists of a housing, gears, reducing and check valves.
The pump housing is divided by a partition into two sections - the booster and the extractor. The housing has a pumping section two
pipes: one - for supplying oil from the tank, the second - for discharging the oil in the oil filter. two gears, and one of them, leading, roller
coupled with a gear transmission mechanism installed in the housing section. When the gear motor capture oil coming from the tank and
feed it to the oil filter. At the output of the pressurizing section, a check valve preventing flow of oil from the engine into the tank with the
engine stopped. In order to maintain the set pressure in the system in the pump housing is mounted a pressure reducing valve, which
supports the system pressure of 6-12 kgf / cm2.
Fig. 48. The oil pump:
1 -efflux drive gear sections; 2 - driven gears efflux sections; 3 - a flange-spacer; 4 - efflux housing sections; 5 - a stopper; 6 - nozzle efflux oil
exit sections; 7 - pressurizing body section; 8 - the shut-off valve; 9 - oil output choke of pressurizing section; 10 - the oil pump drive
gear; 11 - a leading gear wheel pressurizing section; 12 - Spring; 13 - Cover; 14 - bearing; 15 - driven gear pressurizing section; 16 -
locking screw; 17 - inlet; 18 - a cuff; 19 - body pressure reducing valve; 20 - valve seat; 21 - valve; 22 - valve stem; 23 - lock nut; 24 - valve
spring; 25 - block-crankcase; and - a channel for the oil feed to the extractor section; b - a connecting channel pressure chambers efflux
sections; in - oil channel pressure reducing valve;
Extractor housing section two pipes connected to the engine crankcase and one - with the oil cooler. In case there are three gears, one
of them leading to a roller connected to the drive gear pressurizing section. When the gear motor capture oil flowing into the crankcase
sump and fed it to the radiator for cooling.
oil filter(Fig. 49) for cleaning oil from mechanical impurities and resins. Installed in the collapse of cylinder blocks.
Fig. 49. Oil Filter:
1 and 12 - bronze bearings; 2 - an atomizer; 3 - the rotor cover; 4 - maslozabornaya tube; 5 - a lining; 6 - filter cover; 7 - a rotor housing;
8 - a rotor rod; 9 - plug; 10 - the plug; 11 - locking ring; 13 - pin; 14 - plate; 15 - rubber ring; 16 - mesh cylinder; 17 - spring; 18 - Cover
coarse filter; 19 - rod strainer; 20 - valve stem guard; 21 - the housing of the centrifugal filter; 22 - bearing; 23 - discharging purified oil
tube; 24 - the plug; 25 - check valve ball; a, b, c, d, e - the holes.
duplex filter comprises a coarse filter (mesh) and fine filter (Centrifugal) placed in one housing. The oil enters the housing from the oil
pump through the inlet, passes through a strainer and then flows into the centrifugal filter.
A centrifugal filter is the full flow centrifuge, cleaning oil from mechanical impurities and tar due to the action of centrifugal forces.
The lower housing part is screwed a hollow stem, which is worn freely rotating rotor (housing with lid tightened by two screws). In the
lower part of the rotor body are screwed two oppositely directed nozzle. Oil is supplied to the nozzles via two vertical tubes, closed mesh.
Oil, pre-cleaned coarse filter, flows into the rotor, passes through the tubes and discharged under pressure through the nozzle, creating
a reaction torque. At a pressure of 6-12 kgf / cm2, the rotor rotates at 6000-9000 revolutions / min. Under the action of centrifugal force
and mechanical particles dropped resin to the rotor wall and are deposited thereon, while in the central part of the rotor creates a clear oil
zone. The purified oil through the hollow rod enters the main oil gallery and the oil has withdrawn from the nozzle flows through the tube
into the cavity of the extractor the oil pump section.
Oil radiator(Fig. 46) for cooling oil discharged from the engine. Radiator fin-plate, two-way, the ejector is mounted in the box and fixed
thereto by tie straps. It consists of a stack of brass tubes, plates, end plates and collectors. Brass tubes stacked, walled tube plates on the
sides, and their ends are soldered to the collectors. To increase the cooling tubes are brazed to the surface of the plate, which together with
the tube plates increase the rigidity of the radiator. To change the direction of oil movement path and increase its movement forward
manifold divided jumper. It soldered two branch pipes (a supply oil from the engine outlet and the oil in the tank).
The heated oil passing through the radiator tubes, the cooling air flow generated by the ejector.
The radiator oil feed pipe is installed relief valve set at a pressure of 5 kgf / cm2. When increasing the oil pressure at the inlet of the
radiator 5 kgf / cm2 (e.g., cold oil), the valve opens and oil is bypassed to tank, bypassing the radiator.
Test and Measurement(Fig. 46) are designed to control the operation of the lubrication system.
By the instrumentation includes a thermometer and a pressure gauge.
An electric thermometer (2TUE-III)designed for remote measurement of oil temperature.
Its sensor installed in the oil inlet conduit to the radiator, the pointer is set at the central instrument panel and is combined with the
cooling system pointer thermometer (right scale). Tensile measurement scale from 50 to 150 ° C.
Manometer electric (TEM-15)designed for remote measurement of oil pressure in the system.
Its sensor is mounted on the cross member of the roof of the power pack and the conduit is connected with a nipple screwed into the
main oil gallery. The pointer is set on the central instrument panel. Tensile measurement scale from 0 to 15 kgf / cm2.
Canals and pipesSystem designed for connection parts between themselves and the oil supply to the friction surfaces. Pipelines are
made of aluminum alloy and painted in brown. oil intake conduit from the tank to the oil pump is heated. The channels are formed as bores
in the crankcase and provide a supply of oil to the friction surfaces of the engine, and drilling parallel to the crankshaft axis, called the main
oil manifold.
After engine start-3 MOHP disconnected because enters into the oil pump. Its booster section takes oil from the tank and a pressure of
6-12 kgf / cm2 supplies it to a filter, where the oil is cleaned and supplied to the main oil gallery. Hence, by drilling in the crankcase oil is
supplied to all the friction surfaces lubricated under pressure.
 Flowing through the gaps of the rubbing surfaces, splashing oil, lubricating all the other friction surface and merges into sump
crankcase.
Extractor section of the oil pump the oil suctioned from the crankcase through conduit and enters the radiator where it is cooled and is
discharged into the tank. When the oil pressure at the inlet of the radiator 5 kg / cm2, the overflow valve opens and oil is drained to tank,
bypassing the radiator.

Fig. 50. The circuit lubrication system.

 lubrication operation is controlled by the oil pressure measured in the main oil gallery and the oil temperature exiting the engine.
Suction of gases from the oil tank is carried out by ejecting the pipeline connecting the tank with an eductor. Drain oil from the tank is
carried screwing the adapter into the drain hole.
Cooling system(. Figure 51) consists of:
 a water pump;
 the water jacket;
 radiator;
 expansion tank;
 radiators, heaters;
 heaters crane;
 ejector;
 jalousie;
 tap valve and drain the coolant;
 instrumentation;
 pipelines.
 Water pump(Fig. 52) serves to create a liquid circulation cooling system. Centrifugal type pump is mounted on the right side of the
engine under cylinder block (together with the lubrication system oil pump) and receives the drive from the crankshaft through a gear
mechanism.
Fig. 52. Water pump:
1 -roller water pump; 2 - socket; 3 - impeller; 4, 7 and 15 - the gasket; 5 - the case of the water pump; 6 - flange; 8 - holder; 9 - rubber ring;
10 - a sealing ring; 11 - a cuff; 12 and 27 - washers; 13 - ball bearings; 14 - splined sleeve; 16 and 28 - a nut; 17 - pin; 18 - pin; 19 - spring;
20 - drain valve; 21 - nozzle; 22 - sealing disc; 23 - the core of the crane; 24 - consolidation; 25 - nozzle; 26 - the case of the crane; 29 - the
union; 30 - Valve; 31 - ring; 32 - valve spring; 33 - plug; 34 - the push nut; a, b, c - the holes; g - drilling.

The pump consists of a housing, with the impeller shaft and seal. The housing has the shape of a snail, pins attached to the housing of
the oil pump. Central (inlet) pipe connected with the radiator side (outlet) pipe - with the engine water jacket.
The pump body is mounted on the bearing shaft with the impeller. Splined shaft is connected to the oil pump gear and receives it from
the drive.
Upon rotation of the impeller coolant interested in rotational movement and by centrifugal force, it is blown through an outlet in a
water jacket of the engine.
Water-shirt(Fig. 53) includes a water jacket cylinder blocks and cylinder heads.
 Fig. 53. Water-shirt.
The water jacket is formed between the walls of cavities blocks and cylinder liners, and the cavities in the cylinder head,
interconnected openings. In place of the connector heads and the hole of cylinder blocks are sealed by rubber rings. The coolant, passing
through the water jacket, and washes the cylinder liners of the combustion chamber (the most heated parts) and removes heat from them.
Of the water jacket heated fluid enters the radiator.
Radiator(Figure 51.) - tubular-plate, four way for cooling fluid circulating in the system.
An ejector mounted in the box and fixed thereto by tie straps.
 It consists of a stack of brass tubes, plates, end plates and collectors. Brass tubes stacked, walled tube plates on the sides, and their ends
are soldered to the collectors. To increase the cooling tubes are brazed to the surface of the plate, which together with the tube plates
increase the rigidity of the radiator.
Collectors in the webs are separated, change the direction of fluid flow, which increases the path of its movement. The front two
soldered collector pipe (inlet and outlet). The heated fluid passing through the tubes of the radiator is cooled by air flow which is created
ejector.
Expansion tank(Fig. 51) serves for filling the cooling system for collecting and condensing vapor and creating a constant pressure at the
pump inlet. The tank is located above the engine on the right and bolted to a removable beam. Reservoir conduits coupled to the inlet of
the water pump. The filler tank is closed with a cork steam-valve. The steam valve (P = 1.8-2.2 kgf / cm2) prevents the system from excess
pressure, the air valve (P = 0.06-0.1 kg / cm2) - from vacuum. Steam-valve allows high-temperature engine operation.
The liquid level in the system is determined by the dimensional line welded to the bottom of the tank. The normal water level -
between the middle and the upper ridge line. KNIFE - between the middle and the lower comb (65 ml water and 80 ml VAW from the top
edge the filler). Access to a tank during refueling and control the liquid level through an opening in the roof of the housing, closed by a
stopper armor.
radiators, heaters(Fig. 51). To improve habitability conditions in the car, two radiator heaters are installed - one in the fighting
compartment in a line feeding air to the crew, the second - in the battery compartment of the troop compartment. The heater is a tubular-
plate radiator, consisting of a package the oval brass tubes arranged in staggered rows, brass plates, end plates and collectors. The ends of
the tubes and headers are soldered to the end plates. Each manifold has a nipple for connection to the cooling system.
Hot cooling liquid flowing through the collector tube in a heat exchanger, heats the tubes and plates, which transfer heat passing
airflow. Heaters excluded (switched off) by heaters crane.
Crane heaters off(Fig. 51) is mounted in the housing recess about the commander and consists of a housing, the inlet nozzle, discharge
tube, a rod, an eccentric handle, a valve with seals and a spring. By fitting and pipe are installed fiber gaskets.
To open the faucet you need by clicking on the handle, switch it to "O", which corresponds to the inscription on the label "ON"; while
the cam lever will take a rod with a valve. The valve opens the inlet fitting, and hot coolant goes into heaters.
Ejector(Fig. 54) for creating a flow of cooling air through the radiators by using the engine exhaust gas energy.
Fig. 54. Ejector:
1 -rubber seal; 2 - transverse wall; 3 - wall of the diffuser; 4 - shelf for radiator hoses; 5 and 8 - dividing walls; 6 - a nozzle; 7 - a receiver
(collector) of the ejector; 9 - flap track winter air intake; 10 - a longitudinal septum; 11 - ball compensator; 11 - exhaust gas pipe for
supplying air to the ejector power pack; 13 - safety valve; 14 - a spring of the safety valve; 15 - nozzle flange attachment thermal flue
apparatus; 16 - Flexible metal hose suction gas and condensate from the ball joints; 17 - the valve box; 18 - dust suction tube from the air
 cleaner; 19 - waterproof breather valve device oil tank; 20 - the tube for supplying the exhaust gas to the ejector removing dust; 21 -
rubber cuff seal pipeline; 22 - ejector dust; 23 - a cover of the mounting flap; 24 - ejector ventilation power pack; 25 - flange; 26 -
receiving chamber; 27 - diffuser.

The ejector is located in the power pack and is fixed to the cross beams of the housing. The ejector includes: a box, two exhaust
manifold with nozzles, ejector suction gases from the power pack, the ejector sucking dust from a dust collector of an air cleaner. Collectors
ejector connected to the engine exhaust manifold pipework, ball joints and valve box.
On the box of the ejector flap flap located to communicate with the air cleaner when the winter air intake.
To drain trapped in the water box of the ejector in its lower part has a tap connected to the drain pipe valve. The crane consists of a
housing, with the locking rod and cone ring.
For closing or opening the tap, rotate the stem of the ring, respectively, in the course of, or counter-clockwise.
Valve drain water from the ejector is mounted on the bottom of the right front corner of the fighting compartment. Its design is similar
to the construction of the draining valve of the cooling system.
Exhaust manifold with nozzles used to create the vacuum due to the expiration of the exhaust gas through the nozzle with high velocity.
The eductor suction gases from the power pack fixed to the box by bolts. With the end of the ejector is mounted valve which prevents
water from entering the separation force while overcoming water barrier when the engine is stopped.
Valve actuator combined with a drive motor protection valves. The valve closes automatically with the protection of valves when the
engine is stopped, and opened manually handle.
On the opposite side of the box is mounted ejector dust extraction from the air cleaner dust bag.
The valve housing of the air cleaner in the lower part has a hole to drain the water that has fallen into the ejector dust extraction.
Ejector sucking gases and have the dust suction ejector nozzles which are connected to the engine exhaust route. The gases passing
through the nozzle, creating a vacuum in the cavities of ejectors by providing power from a suction gas separation and dust from the dust
collector of an air cleaner.
Jalousieizaslonki ejector (Fig. 55) serve to regulate the intensity of the cooling liquid and oil in the radiator. In addition, the blinds and
the ejector valve to protect the power pack units from foreign objects and by the defeat of their bullets and grenade shrapnel. Shutters and
flaps are closed meshes.
Blinds, radiators arranged above the engine and gearbox constitute lattice with movable and stationary armored slats reinforced in a
special box.
flapan ejector located above the outlet part of the ejector are a lattice with two movable and one stationary armored slats in a special
box.
drive controlblinds and shutters ejector provides manual control in normal operation, and automatic closing blinds and shutters
ejector when triggered protection system.
The drive consists of a handle, with two links catwalk, pulls the spring bridge and drive off mechanism performing automatic closing. In
automatic closing blinds and shutters tip ejector mechanism and the sleeve are separated off. To connect the tip and the sleeve off
mechanism, ie. E. Lead control transmission to the operating state, set a latch in an upright position and move the handle in the CLOSED
position, and then to the OPEN position, whereupon the latch must be moved to a horizontal position.
Fig. 55.Privod control of blinds and shutters ejector:
1 -grid; 2 - ejector valve; 3 - blinds; 4 - blinds axis; 5 - sector; 6 - a manual drive lever axis; 7 - Hand drive lever; 8, 14, 22, 24 - rod; 9 -
Operating handle; 10 - a latch; 11 - an arm of fastening of the hand drive; 11, 31 - double-arm levers; 13 - sealing cover; 15, 19, 30 - lever;
16 - solenoid RM6-1S; 17 - off mechanism actuator; 18 - roller; 20 - roller arm; 21, 23, 33 - pulls the spring; 25 - lever ejector valves; 26 -
sheet roof; 27 - transition bridge; 28 - an arm of the bridge; 29 - cam; 32 - draft of rotation blinds; 34 - finger; 35 - nozzle; 36 - sleeve; 37 -
Ball; 38 - rod; 39, 45 - a nut; 40 - eye; 41 - pin; 42, 44 - spring; 43 -korpus; 46 - a plug.

For sequential opening initially ejector valves, shutters and then serves as a bridge comprising a bracket, and the cam levers.
Turning the handle to the right and upward thrust levers sequentially moving, act via traction on the lever which is rotated and opens
the valve. Upon further rotation of the handle lever, acting on the double-arm lever and pull, open blinds.
Crane and coolant drain valve. drain valve (see Fig. 52) the coolant from the engine installed in the tide engine water pump casing and
consists of a housing, with the valve screwed into it a valve stem.
The drain valve (see Fig. 56) of this valve is opened by the cable drive with a control handle situated on the partition of the power pack.
When transferring the valve control knob in the drain "O" wire drain valve connected to the handle and valve stem, pull rod. The stock
moves, compressing the spring, and the valve opens the way water.
Fig. 56. Drain valve:
1 -valve; 2 - bottom of the machine; 3 - spring; 4 - cap; 5 - the valve body; 6 - the valve stem; 7 - inlet.

Valve drain coolant from the cooling system is installed on the right rear of the driver's seat; it consists of a body with a valve stem, a
spring and a cap. When opening the tap of the overflow from the engine water enters the drain system from the valve body. To drain the
water from the enclosure must be open drain valve by pushing the cap and turning it clockwise. After draining the water valve should be
closed.
 TRC(Thermometer) (Fig. 51) is used to control the coolant temperature in the system. Thermometer electric, includes a remote sensor
and meter. thermometer sensor (temperature sensing element) is mounted in the conduit for supplying coolant to the radiator. Meter
(ratiometric type) mounted on the central instrument panel. Scale Measurement 0 - 150 ° C.
pipelinesmade of aluminum alloy and painted in green.
When the engine (Fig. 57), the water pump delivers the coolant in channel crankcase where it enters the cavity of the cylinder jackets and cooling
them, enters the head blocks off the wall where the combustion chambers and nozzle slot. Further, through the fitting at the top of the engine and the
coolant piping enters the heaters, and a boiler heater radiator. Radiators are cooled by air flow passing through them, by the vacuum created in duct
ejector outflowing exhaust gases through the nozzle.
Fig. 57. The circuit of the cooling system.
The cooled liquid is returned to the water pump. Accumulated in the cylinder head vapor is withdrawn vapor-air tube into the surge tank.
When stopping the motor when the trip of the generator, relay boxes KR-65 and the motor pump unit heater is energized. The pump heater is
switched, ensuring forced circulation of a cooling liquid for the cooling system.
Turn off the cooling system after the reduction of the coolant temperature by pressing the OFF button. OHL. ENGINE. the central panel. Pump
Enable preheater heater also possible inclusion COOL switch. ENGINE. the central panel.
If the heater pump motor has been switched off COOL. ENGINE., Then it should be off the same switch.
The heating system includes:
 heater;
 pipelines.
Heater(Fig. 58) Use to warm up coolant and oil before starting.
Heater spray beam with Shell boilers - installed in the power of the engine room.
Comprises:
 Boiler with a combustion chamber;
 nozzle;
 glow plugs;
 the pump assembly.
BoilerHeater welded cylindrical shape - in the oil tank is mounted and fixed to its flange bolts.
It consists of a body of the flame tube, flame cone and the combustion chamber.
Flame tube concentrically welded inside the boiler body and separated therefrom by a longitudinal partitions. the housing wall and
double flame tube. Between the walls of the cavity are filled with coolant.
Body cavity and the header pipe are interconnected by six tubes. The internal cavity of the flame tube is flue space. Flame cone with
double wall on the outer surface has ribs providing intensive heat transfer to the oil.
Below the boiler is welded to the casing pipe for connection to the pipeline, a supply of coolant water pump heater. Coolant in the
engine system via the upper branch pipe.
Fig. 58. Nozzle Heater:
1 -combustion chamber of the boiler; 2 - the inner wall of the boiler; 3 - the outer wall; 4 - flame cone; 5 - an arm of fastening of the heater;
6 - Bearing heater; 7 - Zharov edge of the cone; 8 - Boiler mounting flange to the oil tank; 9 - a bolt of fastening of the boiler; 10 - fitting
the heated liquid outlet from the boiler to the cooling system; 11 - housing; 12 - the burner; 13 - fuel heating tube; 14 - fuel feed conduit
to the injector; 15 - a cable choke heater control; 16 - air damper; 17 - nozzle; 18 - exhaust gas pipe of manufacture; 19 - the handle cover
flap in the exhaust; 30 - air feed line to the burner; 21 - the fuel supply system of the heater to the tap; 22 - pump heater assembly; 23 -
pump inlet water heater; 24 - mounting support of the pump assembly; 25 - the coolant supply pipe from the pump to the boiler heater;
26 - flange; 27 - consolidation; 28 - guiding device; 29 - glow plug; 30 - flame tube; 31 - a longitudinal septum; 32 - boiler body; 33 - the
handle flap actuator tap; 34 - retainer; 35 - axis of the handle; 36 - partition wall separating force; 37 - a bolt; 38 - choke; 39 - valve axis;
 40 - spring; 41 and 42 - a tube connecting the cavity of the housing and the flame tube. 39 - valve axis; 40 - spring; 41 and 42 - a tube
connecting the cavity of the housing and the flame tube. 39 - valve axis; 40 - spring; 41 and 42 - a tube connecting the cavity of the
housing and the flame tube.

In the boiler body socket welded to install fuel heating tube. The tube consists of two concentric tubes, the inner of which - through.
Fuel is fed into the inner tube, extends along it and enters the space between the tubes. After passing between the tubes, the fuel is heated
by the heat in the combustion chamber and enters through the lateral fitting to the nozzle.
The combustion gases from the boiler through a branch pipe, a lower flange which is bolted to the bottom of the machine over the
hatches, closed lid, manage its handle is placed in the fighting compartment, near the right side. Is opened by turning the handle flap 90 °
(from the side). For uniform dispersion of gases and their better cooling pipe installed below guiding unit.
The combustion chamber is attached to the boiler by means of bolts. It is a housing in which are mounted a burner nozzle and the glow
plug.
The internal cavity of the chamber communicates with the combustion space. Outside the chamber is closed casing. To a combustion
chamber mounted bolt fitting in the exhaust and fresh air supply conduit with an air damper. The air damper is controlled by a cable-
operated faucet handle to the right rear of the driver's seat.
Nozzleheater (Fig. 59) of the vortex type, open, sprays fuel into the combustion chamber under a pressure of 4 kgf / cm2.
It consists of a body, the atomizer, springs, stop screw and filter.
Fig. 59. Nozzle Heater:
1 -mounting flange; 2 - bolt; 3 - fuel feed nozzle; 4 - fuel heating coil; 5 - conduit; 6 - a nut of fastening of electric cables; 7 - the filter; 8 -
screw; 9 - a lining; 10 - nozzle body; 11 - nozzle body; 12 - spray; 13 - spring; 14 - rod; 15 - housing; 16 - the union; 17 - electrical wire;
and - the channel.
Fuel is supplied to the nozzle via conduit from the fuel cock heater. The handle of the crane is located on the bottom wall of the power
pack.
the nozzle body is screwed into the socket, which its flange is bolted to the flange of the boiler heater. On the outer surface of the choke
coil is wound, isolated asbestos yarn and a special tube. One end of the coil is connected to a wire running from the onboard network, and
the other - with the car body. Spiral designed for additional heating of fuel. Outside insulation cover is closed. Inside the fitting drilled
channel through which fuel is supplied to the nozzle filter. The filter consists of a set of curved plates, worn on the hexagonal rod screwed
into the screw.
Fuel is fed from the pump to the nozzle heater, it passes through the channel and into the cavity around the filter. Passing between
curly plates, fuel is cleaned and enters the longitudinal channels formed by the holes in the filter plates, and thence through the hole in the
screw and a radial bore in the nozzle body into the inner cavity of the atomizer, where is injected under pressure into the combustion
chamber through an orifice diameter of 0.5 mm. Passing through the radial hole, the fuel is swirled in the cavity of the atomizer than its
improved atomization.
Glow(Fig. 60) enables the ignition jet of atomised fuel injector when ignition heater. It is screwed into the threaded bottom hole of the
combustion chamber.

Fig. 60. Glow plug.

It consists of a body, a central electrode, helix, isolators and nuts.
Voltage is applied to the spark plug of the battery cable attached to the candle nuts. The second end of the coil placed into the machine
body.
Turn on the switch "Candle" on the central instrument panel.
 The pump unit(Fig. 61) is designed for operation of the boiler heater and circulating the coolant heating system on highways. Mounted
on a bracket bolted to the bottom of the machine in the power department.

Fig. 61. The pump unit heater:

 1 -fuel pump drive gear; 2 - a fuel pump; 3 and 14 - seal; 4 - the electric motor; 5 - the fan housing; 6 - a nut fastening the blower housing; 7
- the fan impeller; 8 - a cover of the fan case; 9 - a nut seal; 10 - mesh; 11 - the impeller of the water pump; 12 - the water pump housing
cover; 13 - the outlet of the water pump; 15 - a shaft of the motor roller; 16 - the fan; 17 - plug sockets motor connector; 18 - threaded
shaft shank; 19 - coupling; 20 - bypass valve; 21 - the inlet nozzle; 22 - fuel pump cover.

The pump assembly consists of a motor, fuel pump, fan and water pump.
electric motorseparately excited DC power takeoff with both ends of the shaft of the armature switch is turned "HEAT ENGINE.". On the
shaft of the motor mounted on the one side of the fuel pump, on the other - a fan and water pump.
Fuel pumpThe gear is designed to supply fuel to the nozzle. It consists of a housing, a pair of gears, couplings and reducer ball valve.
Housing its threaded cylindrical portion is screwed into the lid of the motor housing. The two housing screwed union for supply and
discharge of fuel. In a flow channel communicating with the pressure chamber of the pump, a pressure reducing valve is installed. With
increasing pressure exceeds the valve ball is pressed and fuel bypassed from the pressure chamber into the suction chamber.
The leading gear pump receives drive from the motor through the platen shank coupling.
Fancentrifugal type for supplying air to the boiler combustion chamber. Is attached to the cover of the motor housing. The fan consists
of a body formed in the shape of the cochlea, the impeller and the protective grid. The housing is formed with a vent pipe. Fan impeller is
fixed on a shaft of the motor roller. Rear housing is closed. The air in the fan enters through the protective net, is captured impeller blades
and is thrown towards the periphery "snail", where the pipeline enters the combustion chamber of the heater.
Water pumpcentrifugal provides coolant circulating in the engine cooling system.
It consists of housing, cover, impeller and seal.
The pump body is molded integrally with the fan casing and a lid with an outlet. The impeller is mounted on the shank of the roller
motor keyed and secured nut. The lid of the water pump is formed integrally with the inlet and is fastened to the housing by bolts pump.
Heater starts turning on switches "Candle" and "HEAT ENGINE.".
When the "SPARK" heats up the glow plug. When the "HEAT ENGINE." Turns on the pump heater assembly. In this case the fuel pump is
supplied to the fuel injector and injected it into the combustion chamber. Simultaneously, the air blower is fed into the combustion
chamber. Fuel is mixed with air and ignited by a spark. Further, at off candle burning maintained by continuously feeding in fuel and air
flame. Hot gases passing through the flame tube and the gas duct, the liquid is heated in the water jacket of the heater and through the flap
outwardly ejected. The water pump provides circulation of hot fluid for the heating system and the motor.
In operation, it preheater water pump circulates coolant through the water jacket of the boiler where it is heated. The heated liquid is fed further into
the cooling system, where it splits into three streams (Fig. 62).
The first streampasses through the cylinder heads and cylinder jacket, where after the engine water pump returns to the pump assembly from the
heater and pump it to the boiler heater.
Fig. 62. The circuit operation of the heating system.
The second streamIt passes through the cavity of the pallet gearbox oil pump warming box, whence enters the cavity of the casing oil conduit
extending from the oil tank to the engine, and the pump returns through a heater in the boiler.
The third streamIt passes through the cooling radiator and through the engine water pump returns to the boiler heater. To reduce heat losses in the
radiator shutters are closed and covered with insulation mat.
Due to the heat of the boiler heater heats up the oil in the oil tank.
BFN system includes:
 four electric-spark;
 Solenoid valve (EC);
 pipelines;
 electrical systems.
electric-sparkare used for fuel metering and ignition at the time of scrolling of the crankshaft of the engine when starting and for
combustion of fuel in a subsequent engine operation.
Candles pairwise mounted in the intake manifold of the engine and composed of a heating element, a cermet filter, nozzle, and screen
mesh.
Solenoid valveIt is designed to turn on and turn off the fuel supply to the electric-spark. With the bracket fixed to the engine. The valve
is opened upon application of a voltage and turns off when the voltage is removed.
Electrical systemFFT is used to control and includes a control panel, control box, resistance box and connecting cables.
control flaphooked over the guard of the driver. It has the START button, the lamp plug 1, 2, 3, 4, EC lamp and a button OFF.
Control boxes and resistanceplaced in a niche of the left side to the left of the driver seat. On the control box there are five fuses and
two plug-in connector for connecting the box to bortseti. The box also has two resistors connector for similar purposes.
To start the work of the FFT system, press and release the START button on the control panel. As a result of operation of the switchgear system is
powered on and the candles circuit time switch PB-1. Candles are connected via a low-resistance resistance located in the box resistances. On
energization of the spark signal lamp plug 1, 2, 3, 4, which light up. At the end of the relay 90c PB-1-time work. Through its contacts run time
switch PB-2, power is supplied to the solenoid valve and its indicator light EC. When lit the lamp EK signals the end of warm-up of candles and the
start of the fuel to the spark.
After the lamp is made of EC motor start. Pressing the starter button shunted additional resistance candle circuits included BTSN, booster fuel into
the engine fuel system and fuel supply to the spark, where it is ignited. Hot products of combustion, fueling intake air sucked into the cylinder
chamber, making it easier to start.
Posle engine start during 180c after tanning lamps EC motor operation will be followed by work BFC. After said time relays triggered PB-2 time
disabling all FFT control circuit. All the warning lights on the BFC control panel go off. The power supply to the candles and the solenoid valve
stops.
To disable system BFN in emergency situations or in order to reduce the time tracking operation of the engine control system on the CBF panel
system has BFN OFF button. By pressing this button the electric scheme of the system to the initial state. To re-enable the system need to re-press
the START button.
air starting systemEngine (Figure 66) consists of:
• an air cylinder;
• electropneumatic valve;
• sump;
• check valve;
• diffuser;
• starting valves;
• pipelines.
air collectorIt serves to provide a compressed air supply (P = 150kgs / cm2). 5 l capacity container.
Air tank is installed in the control room, at the left side, and is secured with two clips to the bottom of the machine.
The neck of the bottle body is screwed valve opening by turning anti-clockwise. When starting the engine valve is to be opened, when the engine is
stopped for more than 2 hours - closed. Refill bottle osushestvlyaetsya compressed air at the compressor motor is running, as the pressure is reduced
to 130 kgf / cm2.
The machine is provided charging the balloon from an external source of compressed air through the nozzle located in the control compartment of
Shitko devices in the upper right corner. The main body of the cylinder numbers are stamped date of its inspection of boiler inspection (month and
year of inspection). The term of the next check after 5 years.

Fig. 66. The engine air inlet system:

1 - pneumatic reducers; 2 - the air filter; 3 - junction box; 4 - actuating valves; 5 - partition separating force; 6 - the oil sump drain plug; 7 - air
balloon; 8 - valve; 9 - electropneumatic; 10 - junction box; 11 - sump; 12 - diffuser; 13 - non-return valve in the conduit to the air; 14 - check valve
to the solenoid-pipe; 15 - valve manual start.

When the valve is open air from the cylinder enters the IL611-150-65-K and a pressure of 70 kgf / in sm2postupaet electropneumatic pressure
reduction gearbox.
Electropneumatic EC-48(Fig. 67) serves for the remote control of the supply of compressed air to the air cylinder. It is installed in the control room,
on the left side (upper electropneumatic).
Electropneumatic is a cylindrical housing in which are screwed two fitting: the inlet (end) and outlet (side). The valve body is placed overlapping
the inlet. Is attached to the housing an electromagnet, the core of which is connected to the valve. When solenoid (clicking on the button "START
AIR.") Core is retracted by moving the valve. Thus the inlet and outlet ports are interconnected, and the air is supplied to the sump. The valve can
be opened manually lever on electropneumatic valve housing.
 Oil separator for trapping moisture condensate and oil droplets
contained in the air entering the compressor. It is attached to the
rack on the wall of the power pack. Oil separator is a hollow
cylinder, the upper part has two connecting pipes (air supply and
discharge), and inside the welded strap therebetween. Air passing
from the inlet to the outlet fitting, surrounds the bar, changing the
direction of movement. When this oil particles by centrifugal force
are dropped on the housing wall and drain it to the bottom. To drain
the sludge at the bottom of the housing has an opening closed by a
stopper. Purified air passes from the oil return valve and enters the
diffuser.

Ris.67. Electropneumatic EC-

48: 1 - electromagnet; 2 - spring; 3 - lever; 4 - the piston; 5 - an outlet
valve; 6 - outlet connection; 7 - servo valve; 8 - an inlet valve; 9 - an inlet
nipple.
check valveIt is intended to prevent the exhaust gases in the piping and instrumentation of pneumatic system during engine operation
in the case of hangup one or more starting valves, as well as to prevent contact of oil in the pneumatic air distribution system of the engine.
 diffuser(Fig. 68) is used for distribution of the engine air intake in order of their work. It is mounted on the left block cylinders at the
flywheel.
Diffuser consists of an aluminum body, wherein the drilled holes 6, connected by conduits to the engine cylinders. Front cap attached to
the housing having an inlet for compressed air supply. The housing is installed a distribution disk having a crescent-shaped hole (window).
Drive roller gear mechanism connected with the motor gear. A window in any position of the disc coincides with one of the housing
channels.
Compressed air, entering the cavity of the cap through the disc window enters one of the cylinders in the housing. When the air acting
on the piston

Fig. 68. Diffuser:

1 -Distribution disk; 2 - an adjusting sleeve; 3 - a plate; 4 - a nut; 5 - a washer; 16 - the union; 7 - cap; 8 - retaining ring; 9 - spring; 10 - roller
diffuser.
 there is cranking the crankshaft. The disk, turning consistently informs the window with each of the cylinders in the order of their
work, thus achieving a continuous rotation of the crankshaft.
startup valve(Fig. 69) serve for the inlet of compressed air to the cylinders at start-up, and prevent the exhaust gas passage in an air
launch. They are screwed into the cylinder block under the intake manifold and connected by pipelines with diffuser channels. From each
valve seat is drilled through the channel into the combustion chamber. The trigger valve is a cylindrical body, wherein a check valve of the
poppet type.

Fig. 69. The start-up valve:

1 -poppet valve; 2 - a housing; 3 - O-ring; 4 - cap; 5 - spring; 6 - a nut; 7 - valve stem; and - a radial hole.
aerial crossingmade of seamless steel tubes which are welded at the ends of pivoting triangles. The tubes are combined into two groups
- three in each tube. Each group of clamps is strapped, that is attached to the top of the crankcase. The ends of the tubes with one hand
clamps are attached to the air, on the other - to the starting valves.
When opening the valve the compressed air cylinder at a pressure of 150 kgf / cm2 from the cylinder enters the distribution box flows
through the felt filter in gearboxes, where the pressure is reduced to 70 kgf / cm2, and further through the junction box to the solenoid-
suited.
By clicking on the button "AIR START." Rychozhok or electron-ropnevmoklapana valve is opened and air through sump check valve
enters the diffuser. Because air passes through the air distributor actuating the valves in the engine cylinders, allowing promotion of the
crankshaft. When the speed of the crankshaft 100-I50 rev / min engine start occurs.
When a fault air system start start the electric motor is used (auxiliary process start).
 Maintenance
During operation, you must perform the following operation.
When TO and ETO:
 check the air pressure in the cylinder and no air leaks from pipelines and their compounds. THAT at № 1 and 2:
 further test the cleanliness of the air filter and drain the condensate from the sump.
Adjusting the air distribution is checked when it detects abnormal operation or after repair diffuser.
During the operation, the following major faults:
1. The engine does not start; crankshaft does not rotate or rotates at a low speed - low air pressure in the cylinder (in summer 45 kgf / cm2, and in
winter at least 80 kgf / cm2), impaired tightness joints air inlet system.
These faults can be detected by the pressure gauges and the hiss of air escaping through the seal.
Eliminate these problems can be pre-charge tank and tightening the connection point and system devices.
2. When you press the START button AIR. fails elektrovozdushny valve - open circuit supply failure of the mechanical part.
Can detect this fault by checking circuit portion power or a manual drive lever.
Troubleshoot possible replacement or supply subcircuit elektrovozdushnogo replacement valve.

GEAR MOTOR PROTECTION FROM EXPOSURE TO WATER

The mechanism of protection of the engine against water serves to protect the motor against ingress of water at overcoming water barriers.
Technical specifications
Type of valve, automatic,
Manually operated valves platoon
motor protection mechanism against water (. Figure 64) consists of:
 valve boxes with flaps - 2 pcs .;
 ejector gas suction valve of the power pack;
 Valve drive mechanism.
Valve boxes with flapsinstalled between the engine exhaust manifold and exhaust manifolds compensators ball ejector.
The valve unit consists of a housing, safety valve, drain valve and the linkage. Protective and drain valves are interconnected system of
levers so that when the safety valve is open - the drain valve is closed and vice versa.
 Safety valves with the engine running should always be visible, and in the case of stopping the motor when the machine afloat, they are
automatically closed and uncouple the engine exhaust manifold of the exhaust manifolds of the ejector, thus preventing the possibility of
water entering the engine cylinders through the exhaust tract.
Drain valves are used to divert a force separating water leaked through the safety valve closed.
Valve ejector suction gases from the power packmounted on the end of the ejector suction gases from the power pack. Dvuhplechy
valve lever also connected at one end to the drive rope, the other - with a return spring. It opens and closes simultaneously with safety
valves.
Valve Drive Mechanismused to control the valves.
It consists of a spring, detent, cocking lever valves, ropes, toggle afloat warning light valves and relays in the RCD protection relay box.
stopperIt serves to hold the safety valves in the open position when the engine is running and releasing of ropes these valves when the
engine is stopped afloat.
The stopper is mounted from below on the transverse beam serves as a support inclined ribbed sheet and armored roof over the
engine. The stopper consists of a limit switch, the pivot arm, two spheres, rod and electromagnet.
 cocking handle valvesIt serves for opening (cocking) safety valves. The handle is mounted on a partition separating the MTO and
separation control to shield the driver.
When moving the machine on the ground cocking lever valves must be in the down position and fixed in the clips. In this position all
the safety valves are open and closed drains. All control cables taut valve and the spring is stretched.
Before overcoming water barrier the handle must be translated to the upper position and fixed in the clip, the handles weaken the
cable, and the stopper will keep the safety valve through the cables in the open position.
When moving the machine on the groundvalves cocking handle must be in the down position and fixed in the clips. Switch afloat on the
central panel of the driver is switched off. VALVE signal light is not illuminated. All safety valves are open and closed drains.
Before overcoming water barriermotor protection system is armed, this handle is translated to the upper position and fixed in the clips,
with the engine running is turned tumbler was melted at a central instrument panel of the driver.
RKD relay (relay valves of the engine) during engine running all the time is under voltage generator and its working contacts opens the
circuit of the traction power of the electromagnet. When the toggle switch melts prepared for triggering the power circuit of the traction
electromagnet.
When stopping motor relay RKD deenergizes and closes the feed circuit of the traction electromagnet. Electromagnet core retracts a
plunger rod, releasing balls. Balls sink in the cavity to release the pivot arm ropes that kept protective flaps in the open position, and under
the action of the spring protection valves are closed and the drain opened.
Swivel arm entrained cables, acts on the limit switch, which opens the circuit of the electromagnet and the traction power supply
circuit closes VALVE signal light.
Unfold the safety valves when the switch is turned off by turning the handle afloat platoon safety valves in the down position. Thus
tensioned cables, pivotal lever is rotated to the original position, the balls come into grooves and retained rod. Stopper fixes cables in
tensioned position when the safety valves are opened and drain closed. Swivel lever, acting on a limit switch opens the circuit warning
lamp supply valve and closes the circuit of the traction power supply of the electromagnet.