Mikulin AM-34

The Mikulin AM -34 ( first: M- 34 ) was a V -12- cylinder aircraft engine from the USSR.

History

He was an independent development based on the M -17 and was manufactured from 1932 to 1941 in series. The engine is a water-cooled stationary V-12 engine, the cylinder banks were inclined at 60 ° to each other.

By way of derogation from the previous M -17 had the M- 34, two exhaust valves and a favorable shaped combustion chamber, which in turn made ​​it possible to increase the compression ratio to 6.2:1, without the engine began to knock with the existing fuels. Bore and stroke were retained, however, to use existing manufacturing tools further. Alexander Alexandrovich Mikulin closed his design work from in July 1930. In October of the same year, the first experiments were begun, which lasted until August 1931. Between 2 August and 7 November 1931, the required 100 -hour runs were performed successfully for admission. The duration of power was initially 750 hp, the starting power 850 hp, with a weight of 535 kg. The motor should be made ​​initially at the factory 26 in Rybinsk, where the M- 17 was prepared. Finally, but 24 got the plant in Moscow the contract, where the series production started off at the beginning of 1932. The engine was then installed for flight tests in the Polikarpov R-5 and the Tupolev TB-3 and tested it.

While the preparations anliefen for series production began the development of a speed reducer, a centrifugal compressor and an adjustable propeller. This work was carried out by the Central Institute for Aircraft Engines in Moscow.

The variant with reduction gear was given the designation M- 34R and was completed in 1931 yet. The type M- 34N received a two-stage supercharger, which resulted in a full pressure altitude of 5000 m. Difficulties were repeated on the basis of the production quality, especially for the connecting rods and oil pump, was sued very often on the.

Equipped with both gear and height loader type M- 34RN graduated in 1934 its duration tests and was approved as aircraft engine after several 100h runs were easily passed. He was exhibited in 1934 at the 2nd International Aerospace Exhibition in Copenhagen and was widely acclaimed, also in Milan in 1935, although repeated the specified engine performance has been doubted.

The long-distance records of the Tupolev ANT -25, which was equipped with an M- 34R, showed the reliability and continuous power.

Considerations to build an engine with overhead cylinders were abandoned, but the order was granted in 1935 to develop a variant with evaporative cooling, the AM 34RNF. There were also experiments with direct fuel injection, using hydrogen as a fuel and a diesel variant.

In August 1936, proposed officially by M -34 to change the name of the engine in AM -34, to celebrate the power Mikulins better and counteract a faltering of the development. This proposal was adopted on 9 August and 11 August Mikulin appointed to chief engineer at the plant GAS -24. So he could control the development of the engine itself. He began with the construction of a reinforced version, the AM 34FRN, which should make 950 hp in 5000 m height. At the same time began with the development of the AM 34FRNW which was equipped with a remote shaft. However, both projects were delayed, what Mikulin was blamed and dismissed as chief designer again on January 31, 1938 from his post. But he was a project engineer for the AM 34FRN. The engine could eventually be classified as 1938 troops ready and started his extradition.

First, the prototype heavy bomber TB -7 ( Tupolev ANT -42) has been fitted to the engine, which has now developed a continuous output of 1050 hp 3050 m altitude. The starting power was 1,200 hp. The now used single-speed centrifugal compressor needed compared to its predecessor up to 100 hp less power. There were two versions of the engine, the AM 34FRNA with four carburetors and AM 34FRNB with six carburetors. The ANT- 42 was later converted to the AM 34FRNB. The first production aircraft TB -7 were then given four AM 34FRNW in conjunction with a Klimov M -100A as the central loader in the fuselage.

From 1938 to the still further improved Mikulin AM- 35 was added with modified cylinder heads, until both were replaced in 1940 by the Mikulin AM -38.

Versions

  • AM- 34
  • AM- 34F
  • AM- 34R
  • AM- 34RD
  • AM- 34N, 850 hp at 1850/min ( Beriev MBR -2, Polikarpov RZ)
  • AM- 34RN, 850 hp at 1850/min ( Tupolev TB -3)
  • AM- 34NA
  • AM- 34RA
  • AM 34RNA
  • AM- 34NB
  • AM 34RNB
  • AM 34RSO
  • AM- 34NW
  • AM 34RNW -TK
  • AM- 34NF
  • AM 34N2B
  • AM 34FRN, 1200 hp at 2000 rpm ( Tupolev ANT -20, Tupolev ANT -42)
  • AM 34FRNB
  • AM 34RNFT
  • AM 34FRNW, 1200 hp at 2000 rpm ( first series of the heavy bomber TB -7)
  • AM 34FRNW -TK
  • AM 34RNF 1275 hp ( Ilyushin I-21 )
  • GM -34
  • GM- 34F
  • GM- 34FN
  • GM- 34 bp
  • GM- 34BS
  • GM- 34BT

Specifications

By the use of a different lifting Anlenkpleueln results of the two cylinder banks.

  • Bore: 160 mm
  • Stroke: 190 or 199 mm
  • Displacement: 46.9 liters
  • Weight: 670 kg
  • Compression ratio: 6:1
BMW VI Alexander Mikulin Beriev MBR-2 Bore (engine) Engine displacement List of aircraft engines
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