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NATIONALADVISORYCOMMITTEE FOR AERONAUTICS

TECHNICAL MEMORANDUM

No. 1169

DESCRIPTION OF RUSSJAN AIRCRAFT ENGINES AM 35 AND AM 38 By H. Denkmeier and K. Gross

Translation Beschreibung der russischen Flugmotoren AM 35 und AM 38 Deutsche Luftfahrfforschung, Untersuchungen und Mitteilungen Nr. 690 Deutsche Versuchsanstalt f. Luftfahrt E. V., Inst. f. TriebwerkGestaltung, Motoren-PruHeld, Berlin-Adlershof . ZWB, Aug. 1, 1942

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Washington June 1947

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3 11~6 014415609 .___ ._ ._. J

NATIONAL ADWSORY

COMMITTEE FOR AERONAUTICS

TECHNICAL MEMOWilXJM NO. 11.59 DESCRIPTION OF RUSSIAN AIRCRAET ENGINES

By H, Denkmeier and K. Gross Only the following excerpts, which describe the Ruseian developed swirl throttle, have been translated and are presented here.

A. DESCRIPTION OF AM 35 AND AM 38 ENGINES IV. Construction of Engines & Supercharger:- The AM 35 Supercharger aildthe AM 38 supercharger ~-l~%_) are of a .single-sta~e centrifugal type. Mounted on a 16-blade half-opon impeller is a steel inducer. Adjoining the impeller is a nonbladcd annulai-casing of lar~e radial dimension to which the swirl throttle is attached (figs. 21 and 22). The technically most modern part is the swirl throttle (fig. 26) mounted on the inlet to the supercharger; the mechanical construction of this throttle is strikingly simple. Because the swirl throttle has up to the present time never been found on other engines, the assumption may be made that this throttle is a purely Russian devel.opm~nt. Twelve radial guide vanes carried by journala at the outer ends are simultaneously controlled by means of toothed segments and a toothed ring. Motion is transmitted by a boost-pressure regulator mouiltedon the side of the supercharger housing to one ofthe guide vanes. Placement of the vanes in an oblique position imparts a spiral motion to the air in the direction of rotation of the supercharger and rcd.ucesthe supercharger driving power. The smaller amount ofsu~ercharger work is accompanied by a smaller temperature rise in the compre~sor, Because the swirl throttle also has the functions of a boost-pressuxe regulating valve, its effect on the adiabatic pressure head of the supercharger is greatest near sea level lecause of the markedly oblique setting of the vanes and decreases with increasing altitude, that is, with the increase of the angle to which the blades are open.
,..

*Beschreibung der russischen Flugmotoren AM 35 und All38. Deutsche Luftfahrtforschung, Untersuchungen und Mittellungen Nr. 690. Deutsche Versuchsanstalt f. Luftfahrt E. V., Inst. f. TriebwerkGestaltung, Motoren-Pr~ffeld, Berlin-Adlershof, ZWB, AUG. 1, 1942.

NACA

~hiNo.

1169

The supercharger work aa,ved by this method ofthrottling is conaide]:alle; it will le diacuased further in the description of investiga.tiona, which follows. The swirl throttle installed in the AM 35 and the AM 38 allows very high supercharger apeeda at aea level and therefore allows the eli?nination of a gear dift for low al.ti%udes. . . . B, TEST RUNS OF AM 35 AiiDAM 38 ENGINE6 II. Test Run of Ali38 Engine The engine is a purely low-altitude en~ine equipped with a supercharger, the full pressure altitude of which ia 2,2 kilometers. The influence of the swirl thrcttle, which is noticeable only below full pressure altitude, did not appear very strongly in these teata because of the I.OWdesign altitude of the supercharger. This characteristic first became fully evident in the operation of the AM 35-A engine, which is equipped with a high-altitude supercharger. [NAcA comment: The statement had preciously been made that The superchargers of the two engines are of exactly the same design except for the gear ratiosj mmely 11.05:1 and 14.6:1.] of approxi. . . The wximum output waa reached at an al.titucle mately 2,2 kilometers; from there the output curve passes into the normally falling branch by way ofan arc, This arc-shaped bend at full pressuro altitude is caused by tho swirl throttlo. The advantage of the swirl throttle, to which in effect the possibility of eliminating the sea-level stage of the supercharger is due, becomes apparent in a very conaidorable increase. of output below fuil pressure al~itude as compared to operation with the normal throttle, For example, iifor the output curve at pL = 1,56 atmospheres absoluto and n = 2150 rpm, the indicated outputs of the engjne withand without the swirl throttle are calculated according to Vi x 714 x GL with throttle Ni with thrcttle = 632 where vi = 0.32, for indicated output with awi$?lthrottle at pL = 1.56 atmospheres absolute, tL = 35C, and n = 2150 rpm. 0.32 i with throttle =
X

714 632

4920

NACA W
* .::

No. 1-169

~ ~:, /J i,? > h :;1 /. I {f ;/

i with throttle = 1780 horsepower . . . . . Because the quantities of air ~ith and without swirl throttle at equal boost pressure vary in proportj.on to the absolute temperature, fcirthe air delivery without swirl throttle at pL & 1.56 atmosphei-es absolute and tL . 116 C the following results are obtained: L with throttle without throttle = TL without ~tiottle % 368 = ~~x492C and therefore i without throttle = 0.32 X 714 632
X

with throttle

= 4650 kilograms per hour...

4650

. 1680 horsepower

At an altitude of 0, a gain in power of 100 horsepower, which. decreases to O at full pressure altitude (hatched area in fig. 30), is calculated. The same power gaiilis found in actual test. The reduction of temperature due to the swiri throttle was measuredas 21 C. correspmlding to the te-mperatu.re behavior of the engine, a powergain of 70 horsepower Is attained. To this gain is added the reduction in power used to drive the supercharger, in accordance with Gs Ne.l = with swirl throttle 1.37 x 0.24 X 80 X 427 = 149.5 horsepower Ne-l = -...._ 75 without swirl throttle 1.29 Ne-l =
X Cp

At X 427 7!5

0.24 X 101 75

427

= 178 horsepower

ANC.l = 28.5 horsepower

m ,,,

AHw %-+

0.192

NACA

~No.

1169

AHad = 0.405 Had totel Thus with a 4@.5-percent reduction of the adiabatfc pressure head a saving in supercharger driving power of 19.2 percent is obtained. For the 100 horsepower calculated Tower gain, an experimentally observed gain of 70 + 28.5 = 98.5 horsepower, that isj 70 horsepower, is gained from the reduction of temperature and about 30 horsepower from the reduction of power input to the supercharger. The decrease in power gain aa full pressure altitude is approached is caused by the increased opening angle of the swirl throttle (fig. 30), which is controlled by the boost-pressure regulator. [NACA ccnunent: A further power gain should result from the decreased supercharger outlet temperature. Decreased mixture temperature will result in higher permissible power output with fuel of a given knock rating.]
. . .

Figme 31 shows the ;;resstli-es behind.the su;?ercharger corres;?o.ndf.ng to the altitude-power grayh, These pressure ct~~es have the same shape as is usual with.conventional regulati.ag valves. Only at full pressure altitude is there, due to the nature of the swiri throttle, a curved transition instead. of an angle in the curve. T?lepressure loss in supercharger duct and carburetor with fully opened swirl throttle a-mounts to 100 millimeters of mercury. The temperature reduction caused by the swirl throttle at full pressure altitude is shown in figure 32. Here the temperature, like the supercharger-outletpres=ure, remains at the same level until above lines Delowan altitude of 3.2 kilofull pressure altitude. The t~~iii meters show the curve of boost air temperature that would be attained of 3.2 kilometers without the swirl throttle. Cnly at an alti~uiie does the actual temerature difference II - TI reach the values corresponding to operation with open swii-l throttle. The inlet-air temperatures to the su~ercharger correspond to the Ina temperatures. In figure 33, air consumption is plotted a~ainst altitude. In spite of the relatively great s.cat;beiing of tk:edata points, it may be seen tha-teach curve is cGnvex dovnwartly mtil full press:~re rising agaj.nas full altitude is ~eached. The parz o~:the c~li-ve usual air-quantity ho the pressu,re altitude is approached corlespond.s vhich riseat a tiillf~~m rate until curves for muliicylinder engiliesj full pressure altitude is reached. In the same engine, the impzoved

NACA TM No. 1169

flow coefficient at low altitudes due to the swirl throttle produces an increase fn air quantity at sea level. Beyond full pressure altitude, thec:urves follow a normal course;
*.*

Figure 35 showe the variation of certain engine operating characteristicswith engine speed, which at the usual operating speeds of 1800 to 2200 rpm is very slight. The influence of the swirl throttle is particularly apparent here in tileboost air temperature. The numbers printed bjside the data -pointsindicate the opening angles of the swirl throttle, Below n = 1640 rpm, the swirl throttle is wide open because of the low boost pressure and therefoiae has no effect. In this region the temperature rises as a function of the speed in the usual manner, Only with the closing of the swj.rlthrottle does a break appear in the temperature curve. Thereafter, the observed temperatures run far below the temperatures without swirl throttle, which are shown by the thin line. Breaks are also evident in the power and specific fuel consumption curves.

111. Test Run of AM 35 Engine

. . . Due to the greater full pressure altitude [NACA comment: 6 lan],the effect of the use of the swirl throttle is much greater as compared with the AM 33 engine. ..* . . . Full pressure altitude is 6 kilometers with an output of 1240 horsepower. Equal pi-essuro altitude is !3.5kilometers with an output of 870 horsepower. The power gain produced by the swirl throttle is made clearly evident by some data pointB obtained with the throttle disconnected (fig, 40).
ThUS tit an altitude of 2 kilometers, pL = 1.35 atmospheres absolute, and n . 1750 rpmj a power difference of approximately 100 horsepower is obsei-ved. By extending this power line in the usual manner as a straight line towards an altitude of O, at that point with these same opemting data, a power gain of 150 horsepower, which becomes still greater for higher speed and hifjherboost pressure, appears. Because of the high boost air temperatures, these measurements could be made only at lower speeds and higher altitudes. In the same figure the respective opening angles of the swirl throttle are shown.

XACA ~No.

1169

The respective pressures ahead of the supercharger and the euperchar&er-outletpressures measured at full throttle are shown in figure 41. Here the swirl throttle acts simply as a boost pressure regulator. The pressure loss in the air duct and the carburetor amounts to 100 millimeters of mercury. The effect of the marked temperature reduction produced by the swirl throttle is most cl.eariy evident in the graph of boost air temperatures plotted against altitude (fig. 42). At an altitude of O and n = 2050 rpm, there is a temperature reduction of 43 C. The supercharger pressure has no influence on the temperature level. Figure 43 shows air consumption plotted against altitude. Here, as in the AM 38 engine, the eaddle-shaped form of the curves below full pressure altitude may be o%served. The thin lines show air flow in the tests with the swirl throttle disconnected and correspond to the usual curves with a clack throttle. In these air-consumpt~.on curves the effect of the swirl throttle is again clearly evident. The flow coefficient for the same operating condition with and without swirl throttle is plotted in figure 44. The air quantities for the flow coefficient without swirl throttle were extrapolated on the basis of the available data points, ,.. The variation of certain oyerating characteristics with the speed (fig. 46) is very small between n = 1S00 to 2150 rpm. At PI,= 1.1 atmospheres absolute, this range extends to 1600 rpm. Because the high supercharger gear ratio in this engine produces even at lower engine speeds a high supercharger-outletpressure that kee~s the swirl th~-ottleconstantly in an almost closed position, there is no visible effect of the swj.rlthrottle in these curves., as contrasted with those for the AM 38 engine. The numbers adjoining the data points give the opening angles of the swirl throttle. .*. In figure 53, the curves of external driving power are plotted operating against altitude. The inputs were observed with the Iiomal The condition of the engine ar.dwith open and closed Gas :h-::~ttle. swirl tlmottle operated in the normal uanmer; to this operation must be attributed the deviation oi-the curves from the normal course below full pressure altitude because of reduction of supercharger power input. fitan altitude of H = m kil.cmeters, the curves with open and with clcs;d gas throttle intersect at the points that correspond to the power necessary to overcome friction alone without any work of gas changing. ..

NACATM NO. 1169

Iv. SUMWRY ,,, .,, . _. -Thepre~ence of the swirl throttle permits a gain of . . 100 h&seyower at sea level; operation of the engine below full preEsure altitude, which, as stated in the Russian manual, is reached at an altitude of 2 kilometers, is not possible without the swirl throttle. . . .

Translation by Edward S. Shafer, National Advisory Committee for Aeronautics.

NACA

TM

No.

1169

Fig.

Figure

3.

View

of

accessories

and

supercharger

of

AM

38.

>.

NACA

TM

No.

I 169

Figs.

21,22

-.

Figure

21.

Supercharger.

View

of

swirl

throttl

e.

Figure

22.

Supercharger

with

impeller.

NACA

TM

No.

I 169

Fig.

26

Figure

26.

Swirl

throttle.

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work

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(Russian
captured

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and

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as

function

of

altitude

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35
Pressure

NACA ahead
fa tm of

TM

No.

1169

valves,

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Engine Figure fuel captured

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speed, boost air of

No.

n,

rpm and speed Pressure mercury;

ahead

Full 35. consumption engine of engine, engine,

power, as AM 38,

temperature, engine

specific
of

functions work
c.

(Russian temperature

65).
of

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I 5

millimeters

ahead

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and

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and
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z (Russian captured ,

Figure

41.

Pressure

behind

supercharger engine AM

altitude

35-A,

z ,

n -.

Figure

42.

Boost

air

temperature captured

at engine

supercharger AM 35-A,

outlet work No.

as

function

of

altitude

a g + N

(Russian

3653).

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~ Air delivery at ttie-off power

z .8

5 km

10

II

/2

1
to

1 .9

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AI r7density

rat?o,

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o t

Figur

43.

Ai

flow at (Russian

various captured

boost pressures engine AM 35-A,

and speeds work No.

as function 3853).

of

altitude

.7

.6

.5

.4

.35

.Z5 L

.2

.)5

Pressure

ratio,

pa/p

Altitude, Figure 44. Flow coefficient as a function work of No.

km altitude (Russian captured engine AM

35-A,

3853).

Fig.

46

NACA

TM

No.

1169

pressure,

p,

u o

vL 3 % L

al

a.
E al

w
L .-

C.JL .-

u.Uc

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a .-

Engine Figure fuel tured and ahead 46. Full consumption engine behind of engine, AM engine, 15 power, boost as functions 35-A, 760 work

speed, ai r of NO.

n,

rpm re, speed pressures of mercury; and specific [Russian ahead temperature

temperatu engine

capof

3853).

millimeters

c.

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z *

.
L al

m c .> .L

,..

.
2

6
Altitude,

78
KM

10

/2

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16 /8

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Figure 53.

.9
External gas throttle

.6

.7
Air

.6
density

.5
ratio,

.4
YIYO
of
AM

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n -.

driving power as captured [Russian

function
engine

altitude
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wrk

with No.

open
3853).

and

with

ciosed,

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