EMD 645 дизель қозғалтқышы: Тарихы мен дамуы

The EMD 645 is a family of diesel engines that was designed and manufactured by the Electro Motive Division of General Motors. While the 645 series was intended primarily for locomotive, marine and stationary engine use, one 16 cylinder version powered the 33 19 "Titan" prototype haul truck designed by GM's Terex division

The 645 series was an evolution of the earlier 567 series and a precursor to the later 710 series. First introduced in 1965, the EMD 645 series remained in production on a by request basis long after it was replaced by the 710, and most 645 service parts are still in production. The EMD 645 engine series is currently supported by Electro Motive Diesel, Inc., which purchased the assets of the Electro Motive Division from General Motors in 2005. In 1951, E. W. Kettering wrote a paper for the ASME entitled, History and Development of the 567 Series General Motors Locomotive Engine, which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine. These same considerations apply to the 645 and 710, as these engines were a logical extension of the 567C, by applying a cylinder bore increase, 645, and a cylinder bore increase and a stroke increase, 710, to achieve a greater power output, without changing the external size of the engines, or their weight, thereby achieving significant improvements in horsepower per unit volume and horsepower per unit weight. Due to emissions restrictions these engines have been gradually phased out for the 4 stroke alternatives.

The 645 series engines entered production in 1965. As the 567 series had reached its limits in horsepower increases, a larger displacement was needed; this was accomplished by increasing the bore from on the 567 series to on the 645 series, while maintaining the same stroke and deck height. While the crankcase was modified from the 567 series, 567C and later engines (or 567 engines which have been modified to 567C specifications, sometimes referred to as 567AC or 567BC engines) can accept 645 series service parts, such as power assemblies. Conversely, the 567E engine employs a 645E series block with 567 series power assemblies. All 645 engines utilize either a Roots blower or a turbocharger for cylinder scavenging. For turbocharged engines, the turbocharger is gear driven and has a centrifugal clutch that allows it to act as a centrifugal blower at low engine speeds (when exhaust gas flow and temperature alone are insufficient to drive the turbine) and a purely exhaust driven turbocharger at higher speeds. The turbocharger can revert to acting as a supercharger during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, EMD claims that this design allows "significantly" reduced fuel consumption and emissions, improved high altitude performance, and even up to a 50 percent increase in maximum rated horsepower over Roots blown engines for the same engine displacement. Horsepower for naturally aspirated engines (including Roots blown two stroke engines) is usually derated 2.5 percent per 1,000 feet (305 m) above mean sea level, a tremendous penalty at the 10,000 feet (3048 m) or greater elevations which several Western U. S. and Canada railroads operate, and this can amount to a 25 percent power loss. Turbocharging effectively eliminates this derating. The 645 series has a maximum engine speed of between 900 and 950 revolutions per minute (rpm), an increase over the 800 to 900 rpm maximum speed for the 567 series. An engine speed of 900 rpm was essential for 60 Hz stationary power generator applications and certain passenger locomotives equipped with 60 Hz, 480 volt three phase "head end power" systems. When used solely for traction purposes, the engine speed varies depending on the throttle position. The 950 rpm maximum speed of the 645F engine proved to be too high, thereby compromising its reliability, and the replacement engine, the 710G, reverted to 900 rpm maximum speed. EMD built an SD40 demonstrator (number 434) in July 1964 to field test the 16 645E3 engine, followed by another eight SD40 demonstrators (numbers 434A through 434H) and a GP40 demonstrator (number 433A) in 1965. In December 1965 and January 1966, EMD built three SD45 demonstrators (numbers 4351 through 4353) to field test the 20 645E3 engine. When the 645 engine entered production in 1965, a large series of new locomotive models was introduced. The turbocharged version was used in EMD's 40 Series (GP40, SD40 and SD45) in , sixteen cylinder form and in , twenty cylinder form. EMD also introduced the Roots blown 38 Series (GP38, SD38) and turbocharged, twelve cylinder 39 Series (GP39, SD39). All of these locomotive models extensively share common components and subsystems, thereby significantly reducing cost and increasing interchangeability. The GP38 2 and SD40 2 became the most popular models of the series and among the most popular locomotive models ever built. Starting with the introduction of the 645 series engines, EMD's model naming convention generally increased model designs by ten (such as with the 40, 50, 60 and 70 series). The number was reduced by one for twelve cylinder versions (such as the 39, 49 and 59 series); reduced by two for Roots blown versions (for the 38 series); and increased by five for higher horsepower versions (such as the 45 and 75 series).

IDCylindersInductionRated RPMPower (hp)Power (MW)IntroducedApplications8 645C8Blower (1)90011000.81965G18AR, New Zealand DBR class6 645E6Blower (1)9007500.61967Victorian Railways Y class (G6B)8 645E8Blower (1)90010000.751966SW1000, SW1001, V/Line P class, Victorian Railways T class (3rd series) / H class, CIE 201 Class (rebuilt), Renfe Class 31012 645E12Blower (2)90015001.11966MP15DC, MP15AC, G22, SW1500, SW1504, GP15 1, GP15AC, CIE 001 Class (rebuilt), Commonwealth Railways NJ class, MV Liberty Star, SJ Class T4416 645E16Blower (2)90020001.51966GP38, GP38 2, SD38, SDP38, SD38 2, NSWGR 422 Class, Victorian Railways X class (2nd & 3rd series), G26, Renfe Class 3198 645E38Turbocharger90016501.2MP15T, FGC 254 Series12 645C12Blower (2)90016501.2G22AR, New Zealand DC class12 645E312Turbocharger90023001.71968GP39, GP39 2, SD39, SDL39, CIE 071, GT22, British Rail Class 57/0 & 5760116 645E316Turbocharger90030002.21965GP40, GP40 2, GP40P, GP40P 2, GP40TC, SD40, SD40A, SD40 2, SD40T 2, SDP40, SDP40F, F40PH, Commonwealth Railways CL class (Original), Australian National AL class (Original), WAGR L class, VR C Class, GT26CW, DSB Class MZ (series I–II)20 645E320Turbocharger90036002.71965SD45, SD45 2, SDP45, F45, FP45, DDM45, DSB Class MZ (series III–IV)12 645E3C12Turbocharger90025101.8 V/Line N class (1st series), New Zealand DFT class, Queensland Railways 2300 class 16 645E3C16Turbocharger950 3300 2.5 British Rail Class 59, V/Line G class (original), Pacific National XRB class, Freight Australia XR class, VL class (Australia), Commonwealth Railways CL class (rebuilt versions), Australian National ALF class, TCDD DE33000, F40PH 2, SD40E, Henschel DE330016 645E416Turbocharger90033002.461973Terex 33 19 "Titan" haul truck16 645F16Turbocharger95035002.61977GP40X, GP50, SD40X, SD5012 645F3B12Turbocharger950 2800 2.1 GP49, British Rail Class 57/3 & 57602 5760516 645F3B16Turbocharger950 3600 2.7 EMD FT36HCW 2 Korail 7000 Series; MPI MPXpress MP36PH 3S and 3C, RL class, V/Line G class (rebuilt)