5TDF

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The 5TDF is a series of 2-stroke, multi-fuel, high supercharger, liquid-cooled, direct injection diesel engine with opposed pistons and horizontal cylinders made by the Ukrainian Malyshev Factory and Kharkiv Morozov Machine Building Design Bureau for the Red Army's tanks. It was mainly used on the Soviet T-64A main battle tank, but its other variants served as a main powerplant for sundry Ukrainian Army tank modernisation packages of old surplus Soviet tanks. It produced about 700 to 1050 horsepower, depending on the variant, which there are four of, but only three were put into production and use.

The 5TD was the first modification, in 1956, producing 580 hp, though it only stayed as a basis for the 5TDF, which was the second modification that came in 1960 and served as an improved variant of the 5TD, producing 700 horsepower at 2,800 rpm. Later modifications followed, with the last being a 1050 horsepower powerplant.

Development

4TPD

In 1954, A. D. Charomsky put out a proposal for the government to create a two-stroke tank diesel engine. This proposal somehow coincided with A. A. Morozov's Object 430 tank project. So, A.D. Charomsky was thus appointed as chief designer of the Malyshev plant in Kharkov. Due to the tank motor design bureau of this plant's development taking part mostly in the Chelyabinsk area's plant, Charomsky formed a new design bureau to make up for the shortcomings. He then had to create an experimental base, establish experimental and mass production assets, and then work on developing technology that was absent in the plant. Work began with the manufacturing of a single-cylinder installation (OTSU), similar to the U-305 engine. At the OTU design bureau, the future full-sized tank diesel engine was developed.

The main participants were A.D. Charomsky, G.A. Volkov, L.L. Golinets, B.M. Kugel, M.A. Meksin, I.L. Rovensky and a few others.

In 1955, the following G.V. Orlova, N.I. Rudakov, V.G. Lavrov, I.S. Elperin, I.K.Lagovsky, and others. The NILD specialist L. M. Belinsky, L. I. Pugachev, L. S. Roninson and S. M. Shifrin, all of which were NILD employees, performed experimental work at OTSU of the Kharkov Transport Engineering Plant. The work resulted in the creation of the 4TPD four-cylinder engine. It was a working engine, but with one of many shortcomings, which this was grave; the power output was barely over 400 hp at best, which was insufficient to serve as the main powerplant for the upcoming tank. The answer to this was by Charomsky, after placing another cylinder, resulting in the five-cylinder 5TD design.

5TD

The 5TD was first developed in the diesel KB plant under the guidance of Dr. A.D. Charomsky sometime in 1954. It produced about 580 (433 kW) of power output. The introduction of the aforementioned additional cylinder made a considerable alteration of the engine's dynamics. There were intense torsional vibrations in the system, attributed to an imbalance. The leading scientific and design bureaus of Leningrad (VNII-100), Moscow (NIID) and Kharkov (KPI) also participated in the development of a working solution.

After some research and development, the 5TD was thus born, brought up to an experimental status after some testing and experiments. The dimensions on the engine were chosen to be similar, if not, the same, as the Y-305 engine. The current 5TDF had a power output of 580 hp at 3,000 rpm. The 5TD was very efficient from the pressurization and utilisation of energy from waste gasses, also to see a decrease in 30 to 35% of the heat transfer compared to existing four-stroke diesel engines, hence the smaller volume required for the engine's cooling system, with also maintaining a satisfactory fuel efficiency rate, while being multifuel, with this all accomplished and yet being below 700 mm in height. Even then, it produced 580 hp of power; a very desirable and impressive feat for this era, with a power take-off from both ends with its relatively small length, allowing for assembly of the MTO tank with a transverse diesel arrangement between two onboard gearboxes in a much smaller occupied volume than with a longitudinal direction of the engine and central gearbox, along with the successful attempt at the placement of units and modules such as the high-pressure air compressor with its supportive systems, starter-generator, etc.

Further development

In order to retain the transverse arrangement of the motor with a two-sided power take-off and the two planetary onboard transmissions located on both sides of the engine, designers attempted to shift them to the sides of the engine, parallel to the gearboxes, compressor and gas turbine, which remained vacant and of which was previously installed in 4ТD on top of the engine block. The new layout resulted in the halving of amount of logistical equipment in comparison with the T-54 tank, with traditional components such as the central gearbox, main gearbox, main friction clutch, onboard planetary steering mechanisms, onboard gears and brakes excluded. As is noted after in the report of the GBTU, the new transmission layout managed to exclude an additional 750 kg of mass, also now consisting of only machined 150 parts instead of the previous 500. If not for the redesign, the engine would have been much less effective.

All of the engine maintenance systems were interlocked above the diesel engine, akin to a "second floor" of the engine, in which this was named a "two-tier" system.

Performance

Internal design and manufacturing processes

The satisfactory performance of the 5TD engine required the use of a number of new complex, fundamental solutions and special materials. For example, the piston for this diesel engine had to be manufactured with a heat pad and spacer, one of which was atypical for a factory production module.

A continually hot ring was used as the first piston ring. The ability to operate with high flash pressure was provided by the power circuit of the engine with its bearing steel bolts and cast aluminum block. It also allowed for an improvement in the process of purging and filling the cylinders, which was a major issue to all two-stroke diesel engines.

Mixing system

It used sort of a jet-"vortex" mixing system, where the direction of the fuel jets have to be consistent with the direction of air movement to ensure effective turbulization of the fuel and air mixture.

Further testing

5TD tests on Object 430

During January 1959, the first prototype model of a 5TD diesel engine was prepared for bench tests. The bench tests ended later in the same year, and resulted in the transfer of the engine to the prototype tank Object 430 for further testing. By May 1958, the 5TD passed interdepartmental tests on the Object 430 testbed with fruitful results.

Though the results, it was officially denied for mass production, due to the arising and new requirements for newer Red Army tanks, which necessitated a drastic rise in power output. Taking into account the considerably good technical and economic performance of the 5TD engine and the technology built into it, as demonstrated by the tests, there was a decision in the design bureau to create a new engine. The engine would have 700 hp of power output.

Production history

The 5TDF has begun mass production at the Malyshev Plant in 1964.

Goals and results

Main goals

The main goals were all well-defined and reasonable, though at this time and era it was quite hard to accomplish. It was to be as compact as possible, whilst providing a reasonable power output and it was to be economical. Though, the actual main goal was to provide a powerful enough powerplant to be able to sufficiently power tanks such as the T-64, as it was what it was to be used for, after all.

Compactness of the powerplant would greatly facilitate the layout design process of the tank, allowing for speedy factory assembly. Efficiency also significantly affects the tank's autonomy, reducing the need for frequent refuels. The power unit was also to be powerful enough to significantly improve key parameters of the tank, such as mobility on the move or stopped.

Results

The efforts of the development team were fruitful, with the engine being able to develop about 700 hp at 2,800 rpm with a working volume of only 13.6 litres of fuel, with it being able to develop nearly 1000 hp in forced or extreme conditions. For an engine whose roots had begun in 1954, this was considered a major success by 1960 standards, far exceeding the typical capabilities of engines developed by all NATO, Western and Eastern countries combined, in terms of specific litre and overall capacity. This followed a rather atypical internal and external design, earning the nickname of "Suitcase" due to its external appearance and uncanny resemblance to an actual suitcase.

Service history

USSR and Ukrainian SSR

In 1954, the first model amidst the 5-engine series of engines was made, known as the 5TD. It was made under the guidance of Dr. A.D. Charomsky of the Malyshev Factory. In 1960, the 5TDF came out, with the times of the 5TDF being the entire series' heyday, powering one of the most popular and influential Cold War tanks.

KMDB, production issues and replacement on Object 434

On 1st January, 1966, the tank KB, also known as Division 60, along with the experimental tank production workshop, or Shop 190 were merged into an independent enterprise known as the Kharkov Design Bureau for Machine Building or KMDB by Order No. 62 of the Ministry of the Defense Industry on 6th May, 1965. A. A. Morozov. was appointed as the chief and chief designer of the new enterprise.

The 5TDF started to see its heyday, starting with the connection on the adoption and serial production of new T-64A tanks at a few main plants; Kharkov, Malyshev, Leningrad Kirov and Uralvagonzavod. This order prompted several new production-related concerns regarding the 5TDF.

Since Malyshev at that time did not have the capacity to produce engines for the three other plants, along with the fact the 5TDF engine at that time received many complaints about the resourceful and labour-intensive work needed, the Central Committee of the CPSU and the Council of Ministers of the USSR released Order No. 645–205 on 15th August, 1967 and Order No. 802–266 in 1968 - 1969, which called for research and development of a reserve version of the Object 434, now with a V-34 engine instead of a 5TDF.

Post-USSR dissolution

After the break-up of the USSR, the original company, the Malyshev Factory, formerly the Kharkiv Locomotive Factory or KhPZ located in Kharkiv, Ukraine shifted from production of Red Army vehicles to domestic production of armoured vehicles for the Ukrainian Army. They first looked toward the old 5TDF engines on the Soviet T-64 tanks, as the Ukrainian military started seeking modernisations of their old surplus T-55s, T-64s and T-72s and their overall tank fleets, left by their Soviet occupants. The 5TDF looked to be a promising design, being one to power multiple tanks and being one that excelled at it, so for modernisation packages of the old T-64BM "Bulat" tanks, the 5TDF was to be upgraded to increase their power output at normal running speed. The new engine was designated 5TDFM by the Malyshev Factory, with an improved power output of 850 horsepower at 2,800 rotations per minute compared to the previous 700 hp at 2,800 rpm of the 5TDF. Aside from usage in the T-64BM, it also saw use inside the T-55AGM, replacing the past Model V-44 500 hp engine.

Promising results impressed the Ukrainian military. Now, another modification was also sought, for the T-72 Ukrainian modernisation packages. After some experimenting, Malyshev came up with a new, improved modification of the 5TDFM designated 5TDFMA. The new 5TDFMA was practically the same to the 5TDFM, just that the power output had seen a drastic increase from just 850 hp to 1050 hp at 2,850 rpm for the new engine. This new model now powers the T-72UA1 modernisation package. The 5TDFMA also saw another, secondary variant, called the 5TDFMA-1. 5TDFMA-1 is a minor modification of the 5TDFMA, intended for the modernisation package of the T-72E export model without major change of engine. The transmission compartment volume has a new built-in tank fan drive. The 5TDFMA-1 mainly powers the T-72E modernised export version.

Non-tank use

The 5TD series has also seen use on many experimental or prototype-stage APCs and IFVs, like the BMPV-64 and BMPT-K-64.

Performance

Reliability

The 5TDF was known to be very unreliable being very finicky and prone to malfunctions and fires. Russian expert Viktor Murakhovsky, who once was a battalion commander in the GSFG had reflected that in his unit, the rate of tanks requiring a major overhaul due to engine issues was close to one tank per year. He has also commented regarding the difficulty of starting the engine, especially in the damp German winters, and that starting aids had to be used by soldiers, like high-pressure air or oil injection, which often caused engine fires, maybe occasionally both. The 5TDF was generally hard to start in cold weather conditions.

The 5TDF was also very complex, expensive and time-consuming to service, though the power output was of much praise. It was also found that newer production models would be more reliable, regardless of maintenance frequency. Though spare parts were not very numerous, the 5TDF still proved to be easier to repair than expected.

Internal operation

The 5TDF series was distinct from other types of tank engines, using a very complicated and unorthodox internal design. Two crankshafts were used simultaneously, with the pistons in the cylinders making unusual movements. They would move toward themselves, then back again, and again, and so on. It was made as convenient as possible to control the tank, due to the power take-off coming from both crankshafts. The two-stroke work cycle ensured maximal litre power during its engine operation, and its direct-flow purge ensured the highest quality of cylinder filling. This was complimented by its ability to be multi-fuel.

The pistons were fitted with heat-resistant steel inserts, allowing for constant use without fear of a catastrophic piston failure or jam attributed to indecent cooling measures. This also meant for the pistons to be a reliable module internally, not needing to be accompanied by an external coolant device to operate reliably, and decreasing chances of module failure even more if accompanied by external coolant devices. They contributed to a large part of the engine's operation itself, in the turbocharger, fuel injection sequence, lubrication systems and many others.

The multi-fuel configuration of the fuel injection unit was a direct injection sequence, with the fuel being fed into the spaces between the pistons for a moment before it arrived at the closest approach. Aside from that, since the injection itself was carried out by four nozzles, it went along a rather tricky trajectory that only ensured the speediest possible fuel mixture formation.

The pistons were also outfitted with heat-resistant steel inserts, allowing for constant use without fear of a catastrophic piston failure or jam. Even with such measures, the 5TDF still used a dry sump lubrication system, which was more reliable and less prone to fuel starvation when compared to a conventional wet sump. Though, the dry sump was also less economical and more expensive to produce in the factory. It was heavy and constantly needed oil to be used to keep the module running, along with additional maintenance. This could possibly cause issues in the field, seeing as usually, none of the crew members would carry around enough oil for the recommended constant upkeep requirements of the engine.

There was a large turbine and the compressor located in the shaft, and, also, had a mechanical connection with one of the engine crankshafts. This was one design feat, that, among others, is considered ingenious. Firstly, during the tank's acceleration, the compressor was partially twisted due to shaft torque, which eliminated any chance of the turbocharger jamming, which was quite apparent in conventional engine designs. After a sufficiently powerful flow of exhaust gases was formed and the turbine unwounded to significant enough revolutions, the power build-up was transferred, and contrary to the crankshaft. This method vastly increased the efficiency of the power unit, and the turbine itself.

Performance

The satisfactory performance of the 5TD engine required the use of a number of new complex, fundamental solutions and special materials. For example, the piston for this diesel engine had to be manufactured with a heat pad and spacer, one of which was atypical for a factory production module.

A continually hot ring was used as the first piston ring, which was made of steel and chrome, alike the cylinders.

The ability to operate with high flash pressure was provided by the power circuit of the engine with its bearing steel bolts and cast aluminum block, which would unload from the action of gas forces, due to the absence of a gas joint. It also allowed for an improvement in the process of purging and filling the cylinders, which was a major issue to all two-stroke diesel engines managed to contribute, to a certain extent to the gas-dynamic configuration, which made use of the kinetic energy of lingering exhaust gases and its ejection effect.

The engine used a jet-"vortex" mixing system, where the direction of the fuel jets have to be consistent with the direction of air movement to ensure effective turbulization of the fuel and air mixture, which would positively interact with the process of heat and mass transfer.

The combustion chamber followed an unorthodox design, as is was with many other parts of the 5TDF to improve the processes that would assist with the power production, in this case, the mixing and combustion. Here, the main bearing caps were tightened with a block-case of steel power-bolts, perceiving the load from the gas forces acting on the piston.

Design

A stove with a turbine and a water pump was attached to one end of the crankcase, whilst the main gear and covers with the drives were to be attached to the opposite end of the crankcase to the supercharger, regulator, tachometer sensor, high-pressure compressor and air distributor.

Fuel use and multi-fuel capabilities

The ability to be multi-fuel meant that it could operate on most common fuel types, even if not designed to be used for diesel engines, like gasoline and aviation fuel among others, though diesel fuel was still the standard fuel type used for the 5TDF series. Not all situations had the same type of fuel used, though, with most fuel choices being based off the current temperature of the operating condition or environment.

If the temperature was above 5 degrees Celsius, then the fuel of choice would be high-speed diesel fuel. If the temperature dropped below -30 degrees Celsius, the fuel would be different, as is with environments with temperatures between -30 and 5 degrees Celsius. It also should be worth mentioning that if the temperature exceeded 50 degrees Celsius, the fuel was also to be the same with the ones used during conditions from -30 to 5 degrees Celsius, namely M16-IHP-3 as the main, but if it was unable to be topped off in time or it was unavailable, then MT-16p was used.

However, when replacing lubricant types, it was necessary to drain the remainder of the previous fuel type from the crankcase, only then could a new type of fuel be poured in.

In order for the tank to operate using other types of fuel than diesel, it came equipped with a special fuel control mechanism, obviously to be multi-fuel. It was able to be switched into two positions or configurations. The first configuration provided smooth operation when refueling with high-speed diesel fuel, aviation fuel, gasoline or mixtures of these types of fuel. The second configuration switched the engine operating mode to be able to use only gasoline as an operation mixture.

Uses and applications

The 5TDF saw service in many vehicles, in sundry different configurations and in various modifications and variants. Though many variants were made, they only served in very few types of vehicles. The first modification in 1956, the 5TD, was never actually used. It only served as the basis for the new 5TDF that arrived in 1960 and saw widespread use in the T-64A main battle tank. It produced 700 horsepower.

Post-USSR dissolution

The break-up of the USSR brought the original company, Malyshev Factory, formerly the Kharkiv Locomotive Factory or KhPZ located in Kharkiv, Ukraine to shift from production of Red Army vehicles to domestic production of armoured vehicles for the Ukrainian Army. Now seeking modernisations, the Ukrainian military called for Malyshev Factory to bring a new engine to the table to provide for the aging T-55, T-64 and T-72 tank fleet's modernisation packages.

This, the new 5TDFM engine came into being, as a new modification of the 5TDFM, with an increased power output of 850 hp, mounted exclusively on the T-55AGM T-55 modernisation package. More modifications followed, with the new 5TDFMA and 5TDFMA-1 engines being made, the former being mounted on the T-72UA1 and the latter, the T-72E export models respectively.

Variants

5TD

First ever modification in the 5TDF series of engines, coming out in 1956.

• Applications: Object 430
• Number of cylinders: 5
• Power output: 580 horsepower (433 kW) at 3,000 rpm

5TDF

Second engine modification in 1960, but first modification used widespread, mostly in the T-64 for the Red Army.

• Applications: Object 432, T-64A, T-64BV, T-64AK, BMPT-K-64 (Prototype), BMPV-64 (Prototype), BMP-55
• Number of cylinders: 5
• Bore: 120 mm
• Stroke: 2x120 mm
• Power output: 700 horsepower (522kW) at 2,800 rpm
• Working fuel volume: 13.6 litres
• Fuel consumption: 178 gallons
• Weight: 1040 kilograms
• Dimensions: 1413x955x581 mm

5TDFM

Third engine modification, upgraded power output and mostly seen on Ukrainian Army modernisation packages of old surplus Russian tanks, like some of the T-64BM and T-55AGM.

• Applications: Some T-64BMs, T-55AGM, T-72M1, T-72-120, T-72AG
• Number of cylinders: 5
• Bore: 120 mm
• Stroke: 2x120 mm
• Power output: 850 horsepower (634kW) at 2,800 rpm
• Working fuel volume: 13.6 litres
• Fuel consumption: 167 gallons
• Weight: 1040 kilograms
• Dimensions: 1413x955x581 mm

5TDFMA

Fourth engine modification, with upgraded power output and fitted onto Ukrainian T-72 domestic modernisation packages. It was originally intended to be the powerplant for the T-55, T-62 and T-64 modernisation packages.

• Applications: T-72UA1
• Number of cylinders: 5
• Bore: 120 mm
• Stroke: 2x120 mm
• Power output: 1050 horsepower (783kW) at 2,850 rpm
• Working fuel volume: 13.6 litres
• Fuel consumption: 165 gallons
• Weight: 1040 kilograms
• Dimensions: 1413x955x581 mm

5TDFMA-1

Technically fifth and last modification, the 5TDFMA-1 is a minor modification of the 5TDFMA, without major change of engine. The transmission compartment volume now has a built-in tank fan drive. It was intended to power Ukrainian T-72 export modernisation packages.

• Applications: T-72E
• Number of cylinders: 5
• Bore: 120 mm
• Stroke: 2x120 mm
• Power output: 1050 horsepower (783kW) at 2,850 rpm
• Working fuel volume: 13.6 litres
• Fuel consumption: 165 gallons
• Weight: 1080 kilograms
• Dimensions: 1413x955x581 mm

References

This article "5TDF" is from Wikipedia. The list of its authors can be seen in its historical and/or the page Edithistory:5TDF. Articles copied from Draft Namespace on Wikipedia could be seen on the Draft Namespace of Wikipedia and not main one.

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