Lubrication system (Fig. 1.18) is a combined, with oil supply to rubbing surfaces under pressure and splashing and automatic control of the temperature of the oil with thermoclap. Hydraulic valve pushers and chain tensioners are lubricated and performing their functions under pressure oil.

The lubrication system includes: oil crankcase, oil pump with a receiving nozzle and a reduction valve, the oil pump drive, oil channels in the cylinder block, cylinder head and crankshaft, a full-flowered oil filter, a rod oil level pointer, a thermoclasp, oil-free cover, oil drain plug , Emergency pressure sensor oil and oil radiator.

Oil circulation occurs as follows. Pump 1 sucks the oil from Carter 2 and over the channel of the cylinder block leads it to the thermoclap 4.

With an oil pressure of 4.6 kgf / cm2 an opening of a reduction valve 3 of the oil pump and the oca of oil is back into the pump suction zone, thereby decreases the pressure growth in the lubrication system.

Maximum oil pressure in the lubrication system - 6.0 kgf / cm2 .

With oil pressure above 0.7-0.9 kgf / cm2 and temperatures above 79-83 ° C Thermoclap begins to open the passage of the oil flow into the radiator allocated

through the fitting 9. The temperature of the total discovery of the thermoclap channel is 104-114 ° C. The cooled oil from the radiator returns to the oil crankcase through the hole 22. After the thermoclap, the oil comes to the full-flow oil filter 6.

The purified oil from the filter enters the central oil line 5 of the cylinder block, from where through the channels 18 is supplied to the native crankshaft bearings, through the channels 8 to the bearing of the intermediate shaft, through the channel 7 to the upper bearing of the oil pump drive roller and is also supplied to the hydraulic power plate of the lower Switching shaft drive chains.

From the indigenous bearings, the oil through the internal channels 19 of the crankshaft 20 is summed up to connecting rod bearings and from them through channels 17 in the connecting rods to lubricate piston fingers. To cool the piston, the oil through the hole in the top head of the connecting rod is splashing on the bottom of the piston.

From the upper roller bearing oil pump drive oil through transverse drills and the inner cavity of the roller is supplied to lubricate the bottom bearing of the roller and the supporting surface of the drive gear gear (see Fig. 1.21). The gear of the oil pump drive is lubricated by the jet oil sprayed through the hole in the central oil line.

Fig. 1.18. Lubricant system scheme: 1 - oil pump; 2 - Oil Carter;

3 - butter pump reducing valve; 4 - thermoclap; 5 - Central Oil Highway; 6 - oil filter; 7, 8, 10, 11, 12, 14, 17, 18, 19 - oil supply channels; 9 - the fusion of the thermoclap of oil removal into the radiator; 13 - the lid of the oil pipe; 15 - the army of the oil level pointer; 16 - Sensor of an emergency oil pressure indicator; 20 - crankshaft; 21 - rod oil level index; 22 - hole connection of the oil supply hose fitting from the radiator; 23 - oil drain plug

From the central oil line, the oil through the channel 10 of the cylinder block is entered into the cylinder head, where the channels of the distribution shafts are supplied to the channels of the distribution shafts, through channels 14 to the hydrothels of the upper chain of the camshaft drive.

Summary from the gaps and stained in the oil crankcase in the front of the cylinder head, the oil falls on the chains, levers of stretch devices and sprockets of the camshaft drive.

In the back of the cylinder head, the oil flows into the oil crankcase along the head opening through the hole in the bond of the cylinder block.

Oil pouring into the engine is carried out through the oil-free valve cover, closed with a lid 13 with a sealing rubber gasket. The oil level is controlled by the labels-applied in the index 21: top-level - "max" and bottom - "min". The oil drains is performed through the hole in the oil crankcase, closed with a drain plug 23 with a sealing gasket.

Oil cleaning is carried out by a mesh installed on a fuel oil pump with filtering elements of a full-flow oil filter, as well as centrifuging in the crankshaft channels.

Control over the pressure of the oil is carried out by an analogue of an emergency pressure of the oil (the test lamp on the instrument panel), the sensor 16 of which is installed in the cylinder head. An emergency pressure warning device lights up with a decrease in oil pressure below 40-80 kPa (0.4-0.8 kgf / cm2 ).

Oil pump (Fig. 1.19) - a gear type, installed inside the oil crankcase, is fastened with a gasket with two bolts to the cylinder block and the holder to the lid of the third root bearing.

The drive gear 1 is fixed on roller 3 with a pin, and driven 5 freely rotates on the axis 4, pressed in the case 2 of the pump. At the upper end of the roller 3, a hex hole was made, which includes a hex roller of the oil pump drive.

The centering of the driving roller of the pump is carried out by landing the cylindrical protrusion of the pump housing in the holes of the cylinder block.

The pump housing is cast from aluminum alloy, partition 6 and gears are made of metal ceramics. To the body three screws is molded by casting aluminum alloy the receiving nozzle 7 with the grid in which a reduction valve is installed.

Fig. 1.19. Oil pump: 1 - leading gear; 2 - body; 3 - roller; 4 - axis; 5 - driven gear; 6 - partition; 7 - receiving nozzle with a grid and a reduction valve.

Reduction valve (Fig.1.20)- plunger type, located in the receiving nozzle of the oil pump. The valve plunger is steel, to increase the hardness and wear resistance of the outer working surface subjected to nitro cement.

The reducing valve is adjusted at the plant selection of washers 3 specific thickness. The valve adjustment is not recommended.

Fig. 1.20. Reduction valve: 1 - plunger; 2 - spring; 3 - washer; 4 - Shplling

Oil pump drive(Fig. 1.21) - carried out by a pair of screw gears from the intermediate shaft 1 of the camshaft drive.

On the intermediate shaft with a segment key 3 installed and fixed with a flanged nut. The drive gear 2. The driven gear 7 is pressed on the roller 8, rotating in the boring of the cylinder block. In the upper part of the driven gear pinned steel sleeve 6, having

internal hex hole. The hexagon roller 9 is inserted into the hill of the sleeve, the lower end of which is included in the hex hole of the oil pump roller.

From above, the oil pump drive is closed with a lid 4 fixed through the gasket 5 four bolts. The driven gear during rotation of the upper end surface is pressed against the drive lid.

Fig. 1.21. Oil pump drive: 1 - intermediate shaft; 2 - leading gear;

3 - sword; 4 - lid; 5 - gasket; 6 - sleeve; 7 - driven gear; 8 - Roller: 9 - Hex roller oil pump drive

The leading and driven screw gears are made of high-strength cast iron and nitrate to improve their wear resistance. The hexagon roller is made of doped steel and carbon monazoty. Drive roller

8 steel, with a local hardening of the reference surfaces of high frequency currents.

Oil filter (Fig. 1.22). Full-current oil filters of a single use of an unblocked design of 2101c-1012005-NK-2 ft are installed. "Callas", Ukraine, 406.1012005-01

f. "Auto unit", G. Freight or 406.1012005-02 f. "Big Filter", S-Petersburg.

To install on the engine, use only specified oil filters that provide high oil filtration.

Filters 2101c-1012005-NK-2 and 406.1012005-02 are equipped with a filtering element of the bypass valve that reduces the likelihood of increasing oil into the lubrication system when the cold engine starts and the limit contamination of the main filter element.

Fig. 1.22. Oil filter: 1 - spring; 2 - body; 3 - filter element of the bypass valve; 4 - bypass valve; 5 - the main filter element; 6 - MEETING VALVE; 7 - cover; 8 - Gasket

Oil cleaning filters 2101c-1012005-NK-2 and 406.1012005-02 are described as follows: Oil through the holes in the cover 7 under pressure is supplied to the cavity between the outer surface of the main filtering element 5 and the housing 2, passes through the filtering slope of the element 5, cleared and falls Through the central opening of the cover 7 to the central oil housing line.

With the limit contamination of the main filtering element or a cold start, when the oil is very thick and with difficulty passes through the main filter element, the bypass valve 4 and the engine oil is opened, cleaning the filtering element 3 of the bypass valve.

The centered valve 6 prevents the flow of oil from the filter when parking the car and the subsequent "oil starvation" when started.

The filter 406.1012005-01 is arranged similarly to the oil filters presented above, but does not contain a filter element 3 of the bypass valve.

The oil filter is subject to replacement at T-1 (every 10,000 km of run) simultaneously with the change of oil.

WARNING

The manufacturer on engines is installed oil filter of a reduced volume, which must be replaced during maintenance after the run of the first 1000 km on one of the above filters.

Thermoclap designed to automatically adjust the oil supply to the oil radiator, depending on the oil temperature and its

pressure. On the engine, the thermal valve is set between the cylinder block and the oil filter.

The thermal flag consists of a housing 3, cast from an aluminum alloy, two valves: a safety consisting of a ball 4 and springs 5, and a bypass, consisting of a plunger 1 controlled by a thermosular sensor 2, and spring 10; Threaded plugs 7 and 8 with gaskets 6 and 9. The oil supply hose into the radiator is connected to the section 11.

Fig. 1.23. Thermoclap: 1 - plunger; 2 - thermosular sensor; 3 - thermoclap case; 4 - ball; 5 - springs of the ball valve; 6 - gasket; 7, 8 - plug; 9 - gasket; 10 - Spring Plunger; 11 - fitting

From the oil pump, the oil is fed under pressure to the cavity of the thermoclap. With oil pressure above 0.7-0.9 kgf / cm2 the ball valve opens and the oil enters the channel B of the thermoclap body b to the plunger 1. When the temperature of the oil is 79-83 ° C reached the temperature of the thermosoile element 2, washed by the hot oil, begins to move the plunger 10, opening the path of the oil from the canal b to the oil radiator .

The ball valve protects the driving parts of the engine from an unnecessary drop in the oil pressure in the lubrication system.

Oil radiatorit is a coil from an aluminum tube and serves for additional cooling oil. The oil radiator is connected to the engine of the engine with a rubber hose through a thermal flaps that acts automatically. The oil from the radiator merges along the hose into the oil crankcase.

Control over the operation of the lubrication system in ZMZ 405, 406 and 409 engines is carried out using special oil pressure sensors. If they are out of order, the driver will not be able to respond in a timely manner for possible malfunctions in the system, which will threaten the further efficiency of the entire power unit.

Pressure sensors and emergency oil pressure ZMZ 405, 406, 409

In order to control the pressure in the SMZ 405, 406 and 409 engines lubrication system, two separate sensors are provided. One of them fixes the pressure value, and the second reacts to its critical fall.

Characteristics, Design and Principle of Oil Pressure Sensor

The oil pressure sensor (DDM) is used to measure the pressure of the lubricant in the system. In the power plants, the ZMZ are used MM358 sensors with the following characteristics:

• working element - Pereostat;
• rated current, a - 0.15;
• working range, kgf / cm 2 - 0-6;
• resistance in the absence of pressure, OM - 159-173;

MM358 pressure sensor design consists of:

• enclosures with fitting;
• membranes;
• pusher
• rheostat;
• reostat drive elements.

The MM358 sensor works along with the pressure pointer located on the car instrument panel. It has an electromechanical design that responds to changing the resistance of the sensor.

The principle of operation of the MM358 sensor is as follows: when the engine does not work, there is no pressure in the lubrication system. The resistance of the sensor, in accordance with its characteristics, is 159-173 ohms. When the power unit is started, the pressure increases, and the oil begins to affect the membrane, bending it inside the case. Beating, it moves through the pusher moving the transmission lever, which, in turn, moves the romper robber to the right, reducing the resistance of the sensor. At this reduction reacts the pointer by moving the arrow to the right.

Characteristics, design and principle of operation of an emergency oil pressure sensor

The emergency sensor is designed to inform the driver about the fall of oil pressure in the system to critical indicators. In the power units of ZMZ 405, 406 and 409, the emergency pressure sensors of the MM111 oil oil pressure are established or similar, manufactured under catalog numbers 2602.3829, 4021.3829, 6012.3829. These are the contact type devices, the principle of operation of which is based on the closure and opening of contacts.

Sensor characteristics mm111d:

• working element - diaphragm;
• rated voltage, in - 12;
• triggering at a pressure, kgf / cm 2 - 0.4-0.8;
• the size of the planting thread, in inches - ¼.

Inside the device case is a spring-loaded diaphragm. A contact plate is attached to it, which is not allowed to be closed with a housing (mass) of the sensor. During the operation of the engine, the pressure lubricant enters through a special hole in the case and moves the diaphragm. Contacts are blocked.

The emergency pressure sensor works in a pair with a signaling device, which is located on the instrument panel. It is made in the form of a red maslinka. When we turn on the ignition without starting the engine - the mas cooling should be buried. This suggests that a voltage is supplied to the sensor, and the pressure in the system is missing. After 3-5 seconds after starting the engine, the pressure in the system increases and reaches operating performance. The oil affects the diaphragm, contacts are blocked, and the signaling device goes out.

Where pressure sensors produce

Pressure sensors for ZMZ engines are produced both at the Ulyanovsk Auto Plant and other enterprises specializing in the manufacture of auto parts:

• "Auto Cake";
• "Bakeard";
• "Amy" and others.

Location in power aggregates ZMZ 405, 406, 409

In ZMZ motors, both sensors are identical. You will find them in the left top of the GBC (if you look from the cabin) above the exhaust manifold. And if the emergency sensor can immediately and not see, then the oil pressure sensor is identified instantly along the barrel-shaped case.

Both sensors are screwed into one flooded fitting (tee), which will be screwed into the GBC and is connected to one of the oil channels of the lubricant system. A nutrition wires are connected to the sensors.

How to check oil pressure sensor

If you have a suspicion about the performance of the pressure sensor - do not be lazy to check it. This can be done both at maintenance stations and at home. But in the latter case, you will need to purchase a special pressure gauge. It costs about 300 rubles, but such a thing is useful in the future. In addition to him, a slotted screwdriver will also be required, the key to 22 and the tape.

Verification procedure:

Video: Checking oil pressure in the system

Other malfunctions

However, the deviation in the magnitude of the pressure may be connected with the faults of the wiring, and with the problems of the pointer itself. Do not be lazy to carry out additional diagnostics. Her order is next.

Turn on the ignition. The arrow of the pointer must deviate to the right, and then return to its original position. If the arrow is not deflected, unscrew the screw screwing the screw of the sensor power supply, disconnect it and touch the mass. The arrow dismisted - there is a short circuit in the sensor power supply. If not, the problem should be signed in the pressure indicator.

Checking an emergency oil pressure sensor

To check the device, you will need:

• slotted screwdriver;
• key by 22;
• ommeter (multimeter);
• tire pump with pressure gauge;
• cut of the hose with codes of the corresponding diameter.

Verification procedure:

How to independently replace in Motors ZMZ 405, 406, 409

Instruments:

• slotted screwdriver;
• keys at 17 and by 22;
• car sealant;
• dry rag;
• marker.

Replacement procedure:

1. We disconnect the mass wire from the battery.
2. We unscrew the screw, pressing the pressure sensor power supply tip. Disconnect the wire.
3. If you decide to replace both sensors, we unscrew the fastening of the power sensor power supply for the same tool.
4. In order not to confuse the wires, we mark them with a marker.
5. The key to 17 is unscrewed the oil pressure sensor. We remove it to the side.
6. The key to 22 unscrew the emergency oil pressure sensor.
7. Gently wipe the seats of sensors, remove the remains of the old sealant.
8. Sensor fittings with a thin layer of automotive sealant. Let him dry a little (30 s).
9. Screw new sensors using keys at 17 and 22.
10. Connect the power wires.
11. We connect the mass to the battery.
12. Check the operation of the sensors.

Video: Replacing the oil pressure sensor by car "Gazelle"

Whether you will solve the self-diagnosis and replacement of sensors, or resort to the help of specialists - it does not matter. The main thing is to be sure that the lubricant system works in normal mode and to have confirmation in the form of normal indicators of the corresponding devices, rather than counting that everything will cost.

Design features of the engine ZMZ-406

ZMZ-4061 engines, ZMZ-4063 carburetor, four-cylinder, row with a microprocessor ignition control system. The transverse section - the engine is shown in Fig.

Fig.

The main design features of the engine are the upper (in the cylinder head) the location of two camshafts with the installation of four valves on the cylinder (two inlections and two graduation), increasing the compression ratio to 9.3 due to the combustion chamber with the central position of the candle. These technical solutions allowed to increase maximum power and maximum torque, reduce fuel consumption and reduce the toxicity of exhaust gases.

To increase the reliability on the engine, a cast-iron cylinder block was applied without plug-in sleeves, having high rigidity and more stable gaps in friction pairs, reduced the piston stroke to 86 mm, reduced the weight of the piston and piston finger, better materials for crankshaft, connecting rods, rod bolts , piston fingers, etc.

Distribution shaft drive - chain, two-stage, with automatic hydraulic chain tensioners; The use of valve mechanism hydrothels eliminates the need to adjust the gaps.

The use of hydraulic devices and engine forcing requires high quality oil treatment, so the engine used a full-flow oil filter of increased efficiency ("super filter") of one-time use. An additional filter filter element eliminates the increasing oil into the engine when a cold engine starts and clogging the main filtering element.

The drive of the auxiliary aggregates (water pump and the generator) is carried out by a flat polyclinite belt.

The engine is installed on the engine a diaphragm with ellipsed lining of the slave disk having high durability.

Cylinder block

Washed from gray cast iron and is one whole with cylinders and with an upper part of the crankcase. Between the cylinders there are ducts for coolant.

Ten threaded holes M14x1.5 are located on the upper plane of the unit for fastening the head of the cylinder block. At the bottom of the block are located, five supports of the crankshaft native bearings. The covers of the indigenous bearings are made of carpet cast iron; Each lid is attached to the block with two bolts M 12x1.25. The ends of the third cover are processed in conjunction with the block for the installation of a hemisphere of a stubborn bearing. The lids of bearings are mounted assembly with the block, and therefore, when repairing them, they must be installed in their place. To facilitate the installation on all covers, except for the third, their sequence numbers are knocked out ("1", "2", "4", "5")

To the front end of the block through paronite gaskets (left and right) molded cast from aluminum alloy camshaft drive chains with a rubber gland to seal the crankshaft sock.

The rear end of the block is attached: six MB bolts cover with a rubber gland to seal the rear end of the crankshaft.

Head block cylinder

Molding from aluminum alloy (total for all cylinders). Intake and exhaust channels are made separately for each of the sixteen valves and are located: intake - with the right, graduation -s left side of the head.

Nests for valves are located in two rows relative to the longitudinal axis of the engine. Each cylinder has two intake and two exhaust valves. Valve rods have a slope to the longitudinal vertical plane of the cylinder head: intake -17 °, exhaust - 18 °.

Saddles and guide sleeves of all valves plug-in. The saddle is made of heat-resistant cast iron, guide sleeves - from gray cast iron. Thanks to a large tension when landing the saddle in the nest and guide sleeve in the head hole, their reliable landing is ensured.

The head of the cylinder block is attached to the block ten bolts M14x1.5, flat steel thermoproped washers are supplied under the bolts heads. Between the head and the unit assembly with the circuit lid, a laying of asbestos canvas, reinforced with a metal frame, covered with graphite, is installed. The windows in the gasket under the combustion chamber and the oil channel hole are edged with tin. The thickness of the gasket in a compressed state of 1.5 mm.

In the upper part of the head of the cylinder head there are two rows of supports under the neck of the camshaft - intake and graduation, in each row of five supports. Supports are formed by the head of the cylinder block and removable aluminum lids. The front cover is common to the front supports of intake and exhaust camshafts, fastened to the head four, the remaining covers - two bolts M8. The correct position of the front cover is provided by two installation pins-sleeves pressed into the cylinder head.

The covers of the supports are mounted assembly with the head, and therefore, when repairing them, they must be installed in their place.

crank mechanism

Pistons are cast from highly cystic aluminum alloy and are thermally processed. Cylindrical piston head. The bottom of the piston is flat with four cekets under valves, which prevent touch (strikes) about the bottom of the valve plates in the violation of the phases of gas distribution, caused, for example, by breaking the camshaft drive chain.

In the upper part of the cylindrical surface of the pistons, three grooves are flowing: compression rings are installed in the two tops, and in the bottom scale.

Piston rings. Compression rings are cast from cast iron. The upper ring has a barrel-shaped working surface to improve the guard and is covered with a layer of porous chromium; The operating surface of the lower ring is covered with a layer of tin 0.006--0.012 mm or has a phosphate coating that is applied to the entire surface, a thickness of 0.002-0.006 mm. On the inner surface of the lower compression ring there is an outlet. This ring must be installed on the piston of pulling up, to the bottom of the piston. Violation of this condition causes a sharp increase in oil consumption and engine smoke.

The mass surfactant ring, the team, three-element, consists of two steel ring discs and one two-function expander that performs the functions of radial and axial expansion. The working surface of the ring disks is covered with a layer of chromium.

Rolling rods - steel, forged with a core of a foreign cross section. In the piston head of the rod, a thin-walled sleeve of tin bronze is pressed. The crank head rod is detachable.

The cover of the crank head is attached to the rod with two bolts with a grinding plant. Bolts of fastening of covers and nuts of connecting rod bolts are made of alloy steel and thermally processed. The nuts of connecting rod bolts have self-locking threads and therefore do not stop.

The connecting rods cannot be rearranged from one rod to another. To prevent a possible error on the connecting rod and on the lid (on the bolt bolt), the sequence numbers of the cylinders are knocked out. They must be located on the one hand. In addition, the grooves for fixing protrusions of the liners in the connecting rod and the lid should also be on the one hand.

Inserts. The root and connecting rod crankshaft bearings consist of thin-walled liners made of low-carbon steel tape, a thin layer of antifriction highly aluminum alloy. For connecting rod bearings.

Fig.

1 - Crankshaft asterisk; 2 - hydrochlorinator of the bottom chain; 3 - noise insulating rubber washer; 4-probe; 5 - Hydraulic shoe of the bottom chain; 6 - lower chain; 7 - an elevator of an intermediate shaft: - the leading sprocket of the intermediate shaft; 9 - Hydraulic shoe upper chain; 10 - Hydraulic Hydrogen Top Circuit; 11 - upper chain; 12 installation label on an asterisk; 13 - installation pin; 14 - an elevator of the camshaft of the inlet valves; 15-items of the chain; 16 - sprocket of the camshaft of exhaust valves; 17 - the upper plane of the head of the cylinder block; 18 - medium caller chain; 19 lower chain calm; 20 - circuit cover; M1 and M2 - installation labels on the cylinder block.

The exhaust gas pipeline will screw the fitting for the supply of part of the exhaust gases to the recycling valve.

Distributional shafts are cast from cast iron. The engine has two camshafts: for inlet and exhaust valves. Distributional shafts shape profiles are the same. To achieve high wear resistance, the working surface of the cams are bleached to high hardness when casting a camshaft.

Each shaft has five supporting necks. The first neck has a diameter of 42 mm, the rest is 35 mm. The shafts rotate in the supports formed by the aluminum head and aluminum covers, boring assembly.

The width cams are shifted by 1 mm relative to the axis of the hydraulic pushers, which the rotational motion gives the pusher when the engine is running. As a result, the end wear of the pusher and holes for the pusher decreases and makes it uniform.

From axial movements, each camshaft is held by a stubborn steel thermoproprotic or plastic flange, which enters the front support cover into the protrusion on the front base cervical camshaft

The drive of the camshaft (rice) chain, two-stage. The first step is from the crankshaft to the intermediate shaft, the second stage - from the intermediate shaft on the camshafts. The operating chain of the first stage (lower) has 70 units, the second stage (top) - 90sen. Chain sleeve, double-row in a step of 525 mm, on the crankshaft is an asterisk from high-strength cast iron with 23-teeth. On the intermediate shaft, there is a leading asterisk of the first stage also from high-strength cast iron with 38-yo teeth and the leading steel stroke of the second stage with the 19th teeth. In the camshafts, spars 14 and 16rd high-strength cast iron with 23-teeth are installed. An asterisk on the camshaft is installed on the front flange and the installation pin is attached to the central bolt M 12x1.25. Switchgears rotate twice as slower than the crankshaft. At the end of the stars of the crankshaft, the driven. The intermediate shaft and stars; The distributional shafts have installation labels that serve to properly install distribution shafts and ensure the specified phases of gas distribution. The tension of each chain (lower 6 and the top1) is performed automatically with hydroletakers 2 and 10. Hydrauls are installed in bore holes: the bottom - in the circuit cover 20, in the head of the cylinder block - and closed with aluminum lids, fixed on the chain lid and to the cylinder head Two bolts M 8 through paronit strips. The hydraulic casing through the noise insulating rubber washer 3 rests on the cover, and the plunger through the shoe acts on the non-working branch of the chain.

The working branches of the chains pass through the sedatives 15, 18 and 19, made of plastic and purchased by two M8 bolts each: the bottom 19 on the front end of the cylinder block, the upper 15 average 18 - on the front end of the cylinder head.

Fig.

1 - valve assembly; 2 - shut-off ring; 3 - plunger; 4 - body; 5 - spring; 6 - stop ring.

The hydrotrode is installed on the engine in the "charged" state, when the plunger 3 is held in the housing 4 using a locking ring 6.

In working condition, the hydroletulator is "discharged" when the locking ring 6 is removed from the groove in the case and does not hold the plunger.

Fig.

1 - bolt; 2 - lock plate; 3 - leading asterisk; 4 - driven asterisk; 5 - front sleeve shaft; 6 -promething shaft; 7 - the tube of the intermediate shaft; 8 - driven by the oil pump drive gear; 9 - nut; 1c is the leading gear of the oil pump drive; 11 - rear sleeve shaft; 12 - block of cylinders; 13 - an intermediate shaft flange; 14 -stift.

The intermediate shaft (Fig.) - steel, two-resistant, installed in the tides of the cylinder block, on the right. The outer surface of the shaft is carbon-pointed to a depth of 0.2--0.7 mm and heat treatment.

The intermediate shaft rotates in the sleeves pressed into the holes in the tides of the cylinder block. Front 5 and rear 10 steel aluminum sleeves.

From the axial movements, the intermediate shaft is held with a steel flange 13, which is located between the front of the front cervix and the hub of the Slave sprocket 4C 0.05-- 0.2 mm and is fixed with two M8 bolts to the front end of the cylinder block.

The axial gap is ensured by the difference between the ledge length on the shaft and the thickness of the flange. To increase wear resistance, the flange is hardened, and to improve the hosting, the flanged surfaces are grinding and phosphatated.

On the front cylindrical protrusion of the shaft is installed by the slave asterisk 4. The leading asterisk 3 with a cylindrical protrusion is mounted in the hole of the sprocket 4, and its angular position is fixed with a pin 14, pressed into the hub of the slave sprocket 4. Both stars "Lumber" are attached to two bolts 1 (M8) Intermediate shaft. The bolts are used to bend on their verge of the angles of the lock plate 2.

On the shank of the intermediate shaft with a key and nut 9, the leading screw gear 10 of the oil pump drive is fixed.

The free surface of the intermediate shaft (between the support cervices) is hermetically closed with a thin-walled steel pipe 7, pressed in the tides of the cylinder block.

The valves are driven from the distributional shafts directly through the hydraulic pushers 8 (Fig.) For which the guide holes are made in the head of the cylinder block.

Fig.

1 - inlet valve; 2 - cylinder head; 3 - camshaft inlet valves; 4 - plate springs of valve; 5 - oil reflective cap; 6 outer valve spring; 7 - distribution shaft of exhaust valves; 8 - hydrotherapler; 9 - Truck valve; 10 - exhaust valve; 11 is a valve-fledged spring; 12 - Valve springs support washer.

The valve drive is closed on top of the lid cast from an aluminum alloy, with the inner side with a labyrinth oil refrigerator with three oil-wide rubber tubes. The lid of the valves through the rubber gasket and rubber seals of the candlestones are attached to the head of the cylinder block with eight bolts with a diameter of 8 mm.

From above on the lid of the valves, the lid of the oil-filling opening and two ignition coils are installed.

The valves are made of heat-resistant steels: the intake valve is made of chromocremia, the exhaust is made of chromium-molding steel and nitrated. The heat-resistant chromonicel alloy is additionally photographed on the production faubsion valve.

The diameter of the 8 mm valve rod. The inlet valve plate has a diameter of 37 mm, and the graduation of 31.5 mm. The angle of the working chamfer of both valves 45 30 ". At the end of the valve rod, extracakes for superstars 9 are made (see Figure 4.3.10) of the plate 4 of the valve springs. The springs of the valve springs and crackers are made of small-carbon steel and subjected to surface nitro cement.

On each valve, two springs are installed: the outer 6 with the right digestion and the inner 11 - with the left. The springs are made of thermally treated high-strength wire 1 subjected to shot blasting. Under the springs, the support steel washer 12 valves 1 and 10 operate in guide sleeves made of gray cast iron. The inner opening of the sleeves is finally processed: the donkey is pressed into the head. Valve sleeves are equipped with locking rings that prevent spontaneous movement of the sleeves in cooking.

To reduce the amount of oil separated through the gaps between the sleeve and the valve terminal, oil-reflective caps 5 made from oil resistant rubber are pressed on the upper ends of all sleeves.

Details of the valve mechanism: Valves, springs, plates, crackers, support washers and oil reflective caps - interchangeable with similar parts of the VAZ-21083 car engine.

The steel hydrothelter, its housing is made in the form of a cylindrical glass, inside of which a compensator is placed with a reverse ball valve. On the outer surface of the housing, a groove is made and an opening for supplying an oil inside the pusher from the cylinder head highway. To increase wear resistance, the outer surface and the end of the pusher housing is nitrogenated.

The hydrotheraplers are installed in the holes bore in the cylinder head with a diameter of 35 mm between the ends of the valves and camshafts of the camshafts.

The compensator is placed in the guide sleeve installed and welded inside the housing of the hydrotherapist, and is held with a locking ring. The compensator consists of a piston based on the bottom of the dyshko of the hydrotrother body, the housing that rests on the valve end. A spring is installed between the piston and the compensator case, spreading them and thereby choosing the emerging clearance. At the same time, the spring presses the cap of the reverse ball valve placed in the piston. Reverse ball valve passes oil from the cavity of the hydrotrode body into the cavity of the compensator and locks this cavity when the camshaft camshaft is pressed on the body of the hydrotrapist.

The hydrotheraplers automatically provide a blatant contact of the camshaft camshafts with valves, compensating for the wear of the mating parts: cams, ends of the housing of the hydrotherapist, the case of the compensator, the valve, the beam saddles and the valve plates.

Engine lubrication system

Engine lubrication system (Fig.) - Combined: under pressure and splashing. The lubricant system includes: Oil Carter 2, Oil pump 3 with a filling pipe with a mesh and a reduction valve, a oil pump drive, oil channels in the block, cylinder head and in the crankshaft, a full-flow oil filter 4, a rod oil level 6, an oil-level cover 5 of the butter , oil pressure sensors 7 and 8.

Fig. 4.3.12.

1 - Cork plug hole oil crankcase; 2-chamber Carter; 3 - oil pump; 4 - oil filter; 5 - the lid of the oil-solid neck; 6 - rod oil level index; 7 - oil pressure indicator sensor; 8-test of an emergency oil pressure warning device; I - to the hydraulus of the camshaft drive chain.

Gear-type oil pump, installed inside the oil crankcase. The pump is attached to the cylinder block with two bolts and the holder to the lid of the third indigenous bearing. The accuracy of the pump installation is ensured by planting the housing into the block hole. The housing 2 (Fig.) The pump is cast from an aluminum alloy, gears 7 and 5 have straight teeth, made of metal ceramics (sintered metal). The drive gear 1 is fixed on roller 3 pin. At the upper end of the roller, a hex hole was made in which the hex roller of the oil pump drive is included. The driven gear 5 is freely rotated on the axis 4 pressed into the pump housing.

Fig.

1 - leading gear; 2-campus; 3 - roller; 4 - axis; 5 - driven gear; 6 - partition; 7 - receiving nozzle with grid.

The partition 6 of the pump is made of gray cast iron and together with the receiving nozzle 7 attached to the pump with four bolts. The receiving nozzle is cast from an aluminum alloy, it contains a reduction valve. The grid is roles on the receiving part of the nozzle.

Fig.

1 - oil pump drive roller; 2 - roller; 3 -: Gdoma gear; 4 - gasket; 5 - sleeve; 6 - lid; 7 - sword; 8 - lead gear; 9 - intermediate shaft.

On the intermediate shaft, the drive gear 8 is installed on the intermediate shaft, the drive gear 8 is installed. The driven gear 3 is pressed on the roller 2, rotating in the bobs of the cylinder block. In the upper part of the driven gear compressed sleeve 5, having an internal hex hole. The hexagon roller 1 is inserted into the hill of the sleeve, the lower end of which is included in the hex hole of the oil pump roller.

The leading and driven screw gears are made of high-strength cast iron and nitrogenated.

From above, the oil pump drive is closed with a roof 6, fixed through a gasket with 4 four bolts.

Oil cleaning filter. The engine is installed on the engine non-separable oil filter 2101c-1012005-NK-2 (Fig.) Production of PTP "Callas" (superfilter).

When using these filters, high quality oil purification is achieved, so the use of oil filters of other brands, including and foreign, not provided.

Main differences Engine design ZMZ-406 from ZMZ-402 engine

All major differences, for convenience of comparison, we will enter the table

Cabinet parts
Cylinder block	Cast-iron	Aluminum with a camshaft
Head block cylinder	Sixteenth glove with camshafts for intake and exhaust valves	Eminently elevated
Gas distribution mechanism	Chain drive, double-row, valves are driven directly from camshaft through hydrothels	Six-wheel drive camshaft, valves are driven through the rods
Engine lubrication system		Combined - under pressure and splashing
	Gear-type	Gear-type
	A pair of screw gears from the intermediate shaft is carried out.	Pair of screw gears from the camshaft

The ZMZ-406 lubrication system consists of an oil level pointer, an oil pump with an oil carrier, oil channels, an oil filter, a reduction valve, an oil cleaning filter, an oil crankcase, a neck cover for refilling oil, oil radiator, safety valve and a shut-off valve.

ZMZ-406 engine lubrication system - combined: under pressure, indigenous and connecting crankshaft bearings, piston fingers, distributional supports, intermediate shaft bearings and oil pump drive roller, hydraulic drivers and screw gears. The remaining parts are smeared by splashing.

Oil pump - gear, single-section driven by an intermediate shaft by means of a pair of screw gears. Oil radiator and full-flow filter are built into the lubrication system. On the oil level index, there are labels: the highest level "P" and the lowest level "O". The oil level should be near the label "P", not exceeding it.

To the working surfaces, the oil can be supplied under pressure, splashing and gravity. The choice of an oil supply method to a particular part depends on the conditions of its operation and convenience of lubricant. In car engines, a combined lubricant system is used, in which the lubricant is fed under pressure to the most loaded parts, and the remaining details are splashing and sambeck.

Path of oil from the pump to the timing unit timing unit

The gear oil pump is installed inside the oil crankcase and is attached to the cylinder block with two studs. The pump housing is made of aluminum alloy, the pump cover from the cast iron, the gear of the pump from metal ceramics. The leading gear is fixed on the shaft of the pin, the driven rotates freely on the axis pressed into the pump housing.

Sealing cardboard gasket with a thickness of 0.3 mm provides the necessary gap between the ends of the gear and the lid. To the lid is mounted molded out of aluminum alloy an oil worker with a grid. A reducing valve is placed in the pump housing. The oil from the pump along the channels in the cylinder block and the outer tube on the left side of the block is supplied to the oil filter.

From the oil filter through the channels in the unit, the oil is supplied to the root bearings of the crankshaft and the bindings of the camshaft, from the root bearings of the crankshaft via the channels in the crankshaft, the oil is fed to connecting rod bearings, and from the bearing of the camshaft over the channels to the cylinder head for lubrication of the valves and Upper tips rods.

The plunger-type reduction valve is located in the oil pump housing and adjusted at the factory of the target spring. You should not change the adjustment in operation. The oil pressure is determined by the indicator, the sensor of which will be screwed into the oil line of the cylinder block.

In addition, the system is equipped with an emergency pressure pointer, the sensor of which will be screwed into the lower part of the oil filter housing. An emergency pressure warning device lights up at a pressure of 0.4 ... 0.8 kgf / cm 2.

The oil pump drive is carried out from the camshaft by a pair of screw gears. The drive gear is steel, poured into the body of the camshaft, led by steel, nitro-cement, is fixed with a pin on the shaft rotating in the cast-iron case. On the upper end of the shaft is hoping and fixed with a pin with a sleeve having a slot shifted by 1.5 mm to the side to drive the ignition distributor sensor. An intermediate hexagonal shaft is attached to the lower end of the shaft, the lower end of which enters the hex hole of the oil pump shaft.

The shaft in the drive body is lubricated with oil, which is sprinkled by moving engine parts. Sprinkled oil, staining along the walls of the block, enters the slot - the trap at the lower end of the shank of the case and across the hole goes to the surface of the shaft.

The hole for the shaft in the housing has a screw groove, due to which the oil during the rotation of the shaft is evenly distributed over its entire length. Surplus oil from the upper cavity of the drive body via the channel in the case flow back into the crankcase. The drive gears are lubricated with a jet of oil flowing out of a hole with a diameter of 2 mm in the cylinder block and connected to the fourth platform of the camshaft having an annular groove.

Oil cleaning filter - full-flow, with a cardboard interchangeable element, located on the left side of the engine. Through the filter passes all the oil injected by the pump into the system. The filter consists of a housing, covers, central rod and filter element.

In the upper part of the central rod, the bypass valve is located, which, when clogged, the filter element passes the oil, bypassing it into the oil highway. The resistance of the pure filtering element 0.1 ... 0.2 kgf / cm2, the bypass valve begins to cross the oil with an increase in resistance as a result of the filter clogging to 0.6 ... 0.7 kgf / cm 2.

The oil radiator is used for additional cooling of the oil during the operation of the car in summer, as well as with a long motion at speeds above 100-110 km / h. The oil radiator is connected to the engine of the engine with a rubber hose through a shut-off valve and a safety valve that are installed on the left side of the engine.

The position of the crane handle along the hose corresponds to the open position of the crane, across the closed.

The safety valve opens the oil passage into the radiator at a pressure above 0.7 ... 0.9 kgf / cm 2. The oil from the radiator merges along the hose through the distribution gear cover (on the right side of the engine) in the crankcase.

Engine crankcase ventilation is closed, forced, acting as a result of vacuum in the inlet pipeline and in the air filter. When the engine is idling at idle and, on partial loads, the gases from the crankcase are peeled into the inlet tube, on full loads in the air filter and inlet tube.

Lubrication scheme on the cross section of the engine

Figure 7 - transverse section of the engine ZMZ 406 (lubrication scheme)

1 - oil pump; 2 - Oil Carter; 3 - bypass valve of the oil pump;

4 - thermoclap; 5 - Central Oil Highway; 6 - oil filter;

7, 8, 10, 11, 12, 14, 17, 18, 19 - oil supply channels; 9 - the fusion of the thermoclap of oil removal into the radiator; 13 - the lid of the oil pipe; 15 - the army of the oil level pointer;

16 - Sensor of an emergency oil pressure indicator; 20 - crankshaft;

21 - rod oil level index; 22 - hole connection of the oil supply hose fitting from the radiator; 23 - oil drain plug

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Reduction valve - plunger type, located in the receiving nozzle of the oil pump. The valve plunger is steel, to increase the hardness and wear resistance of the outer working surface subjected to nitro cement.

The reducing valve is adjusted at the plant selection of washers 3 specific thickness. The valve adjustment is not recommended.

Oil pump drive - It is carried out by a pair of screw gears from the intermediate shaft 1 of the camshaft drive.

On the intermediate shaft with a segment key 3 installed and pinned with a flanged nut the drive gear 2.

The steel sleeve 6, having an internal hex hole, pressed into the upper part of the driven gear.

The hexagon roller 9 is inserted into the hill of the sleeve, the lower end of which is included in the hex hole of the oil pump roller.

From above, the oil pump drive is closed with a lid 4 fixed through the gasket 5 four bolts.

The driven gear during rotation of the upper end surface is pressed against the drive lid.

The leading and driven screw gears are made of high-strength cast iron and nitrate to improve their wear resistance.

The hexagon roller is made of alloy steel, and carbon monazoted. Roller drive 8 steel, with a local hardening of the reference surfaces of high frequency currents.

Oil filter - Multiple-current oil filters of a single use of an indiscriminate structure are installed on the engine.

Filters 2101c-1012005-NK-2 and 406.1012005-02 are equipped with a filtering element of the bypass valve that reduces the likelihood of increasing oil into the lubrication system when the cold engine starts and the limit contamination of the main filter element.

Oil cleaning filters 2101c-1012005-NK-2 and 406.1012005-02 are described as follows: Oil through the holes in the cover 7 under pressure is supplied to the cavity between the outer surface of the main filtering element 5 and the housing 2, passes through the filtering slope of the element 5, cleared and falls Through the central opening of the cover 7 to the central oil housing line.

With the limit contamination of the main filtering element or a cold start, when the oil is very thick and with difficulty passes through the main filter element, the bypass valve 4 and the engine oil is opened, cleaning the filtering element 3 of the bypass valve.

The centered valve 6 prevents the flow of oil from the filter when parking the car and the subsequent "oil starvation" when started.

The filter 406.1012005-01 is arranged similarly to the oil filters presented above, but does not contain a filter element 3 of the bypass valve.

The oil filter is subject to replacement at T-1 (every 10,000 km of run) simultaneously with the change of oil.

Thermoclap - Designed for automatic feed adjustment

oils in the oil radiator depending on the temperature of the oil and its pressure. On the engine, the thermal valve is set between the cylinder block and the oil filter.

The thermal flag consists of a housing 3, cast from an aluminum alloy, two valves: a safety consisting of a ball 4 and springs 5, and a bypass, consisting of a plunger 1 controlled by a thermosular sensor 2, and spring 10; Threaded plugs 7 and 8 with gaskets 6 and 9. The oil supply hose into the radiator is connected to the section 11.

From the oil pump, the oil is fed under pressure to the cavity of the thermoclapana A. At the pressure of the oil above 0.7 ... 0.9 kgf / cm, the ball valve opens, and the oil enters the body of the thermoclap body b to the Plunger 1.

When the temperature of the oil 81 ± 2 ° C is reached, the piston of the thermosular element 2 is washed by the flux of hot oil, it begins to move the plunger 10, opening the path of the oil from the channel b to the oil radiator.

The ball valve protects the driving parts of the engine from an unnecessary drop in the oil pressure in the lubrication system.