The lubrication system includes: oil sump 2, oil pump 3 with inlet pipe protected by a mesh and pressure reducing valve, pump drive, oil channels made in the block, crankshaft and cylinder head, full-flow oil filter 4, pointer oil level rod 6 (dipstick), oil filler cap 5, oil pressure sensors 8 and 7.
The oil circulates in this way: the oil is sucked from the crankcase by an oil pump and through a channel made in the block it is supplied to the full-flow filter; From the filter, oil flows into the main oil line and through the channels made in the block, the main bearings, intermediate shaft bearings, upper bearing of the oil pump drive shaft are lubricated and oil is supplied to the hydraulic chain tensioner of the 1st stage of the camshaft drive. After the main bearings, oil flows through channels in the crankshaft to the connecting rod bearings and then, through the holes in the connecting rods, to the piston pins. From the upper bearing of the drive shaft of the oil pump, oil is supplied through transverse drillings and through the internal cavity of the roller to the lower bearing of the roller and the end surface of the driven gear of the drive. The oil pump drive gears are lubricated by oil flow through a 2 mm diameter drill in the main oil line.
In order to lower the piston temperature, oil is sprayed from the hole in the upper head of the connecting rod along the bottom of the piston.
Oil from the main line, through a vertical channel in the block, rises to the cylinder head and lubricates the camshaft supports, then is supplied to the hydraulic tensioner of the second stage camshaft drive chain, to the oil pressure sensors and hydraulic pushers. Seeping from the gaps and then flowing into the crankcase through the front of the cylinder head, the oil lubricates the chains, sprockets and camshaft drive shoes.
The lubrication system has a capacity of 6 liters. Oil is poured into the engine through the neck, which is located in the valve cover and is closed with a cover with a rubber seal. The oil level is checked using the “O” and “P” marks on the dipstick rod. The level must be maintained close to the “P” mark and not exceed it.

Lubrication system (Fig. 1.18) - combined, with oil supplied to the rubbing surfaces under pressure and splashing and automatic control of the oil temperature by a thermal valve. Hydraulic valve lifters and chain tensioners are lubricated and perform their functions under oil pressure.

The lubrication system includes: oil sump, oil pump with inlet pipe and pressure reducing valve, oil pump drive, oil passages in the cylinder block, cylinder head and crankshaft, full-flow oil filter, oil level indicator rod, thermal valve, oil filler cap, oil drain plug , emergency oil pressure sensor and oil cooler.

Oil circulation occurs as follows. Pump 1 sucks oil from crankcase 2 and delivers it through the cylinder block channel to thermal valve 4.

At oil pressure 4.6 kgf/cm2 the pressure reducing valve 3 of the oil pump opens and the oil is transferred back to the suction zone of the pump, thereby reducing the increase in pressure in the lubrication system.

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

When the oil pressure is above 0.7-0.9 kgf/cm2 and temperatures above 79-83 ° C, the thermal valve begins to open a passage for the flow of oil into the radiator, diverted

through fitting 9. The temperature of full opening of the thermal valve channel is 104-114 °C. The cooled oil from the radiator returns to the oil sump through hole 22. After the thermal valve, the oil flows 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 channels 18 it is supplied to the main bearings of the crankshaft, through channels 8 - to the intermediate shaft bearings, through channel 7 - to the upper bearing of the oil pump drive shaft and is also supplied to the lower hydraulic tensioner camshaft drive chains.

From the main bearings, oil is supplied through internal channels 19 of the crankshaft 20 to connecting rod bearings and from them, through channels 17 in the connecting rods, it is supplied to lubricate the piston pins. To cool the piston, oil is sprayed through a hole in the upper end of the connecting rod onto the piston bottom.

From the upper bearing of the oil pump drive shaft, oil is supplied through transverse drillings and the internal cavity of the shaft to lubricate the lower bearing of the shaft and the supporting surface of the driven gear of the drive (see Fig. 1.21). The oil pump drive gears are lubricated by a stream of oil sprayed through a hole in the central oil line.

Rice. 1.18. Lubrication system diagram: 1 - oil pump; 2 - oil sump;

3 - oil pump pressure reducing valve; 4 - thermal valve; 5 - central oil line; 6 - oil filter; 7, 8, 10, 11, 12, 14, 17, 18, 19 - oil supply channels; 9 - fitting of the thermal valve for draining oil into the radiator; 13 - oil filler pipe cover; 15 - oil level indicator handle; 16 - emergency oil pressure indicator sensor; 20 - crankshaft; 21 - oil level indicator rod; 22 - connection hole for the oil supply hose from the radiator; 23 - oil drain plug

From the central oil line, oil flows through channel 10 of the cylinder block into the cylinder head, where through channels 12 it is supplied to the camshaft supports, through channels 14 to the hydraulic pushers, and through channel 11 to the hydraulic tensioner of the upper camshaft drive chain.

Flowing out of the gaps and flowing into the oil sump at the front of the cylinder head, the oil ends up on the chains, tensioner arms and camshaft drive sprockets.

At the rear of the cylinder head, oil flows into the oil sump through the head hole through a hole in the boss of the cylinder block.

Oil is poured into the engine through the oil filler pipe of the valve cover, closed by a cover 13 with a rubber seal. The oil level is controlled by the marks on the 21 oil level indicator: the upper level is “MAX” and the lower level is “MIN”. The oil is drained through a hole in the oil sump, closed by drain plug 23 with a sealing gasket.

Oil purification is carried out by a mesh installed on the inlet pipe of the oil pump, filter elements of a full-flow oil filter, and also by centrifugation in the crankshaft channels.

Oil pressure is monitored using an emergency oil pressure indicator ( warning lamp on the instrument panel), sensor 16 of which is installed in the cylinder head. The emergency oil pressure indicator lights up when the oil pressure drops below 40-80 kPa (0.4-0.8 kgf/cm2 ).

Oil pump (Fig. 1.19) - gear type, installed inside the oil sump, secured with a gasket with two bolts to the cylinder block and a holder to the cover of the third main bearing.

The drive gear 1 is fixedly fixed on the shaft 3 using a pin, and the driven gear 5 rotates freely on an axis 4, pressed into the pump housing 2. At the upper end of the roller 3 there is a hexagonal hole into which the hexagonal shaft of the oil pump drive fits.

Centering of the pump drive shaft is achieved by fitting the cylindrical protrusion of the pump housing into the bore of the cylinder block.

The pump housing is cast from aluminum alloy, partition 6 and gears are made of cermet. A cast aluminum alloy inlet pipe 7 with a mesh, in which a pressure reducing valve is installed, is attached to the body with three screws.

Rice. 1.19. Oil pump: 1 - drive gear; 2 - body; 3 - roller; 4 - axis; 5 - driven gear; 6 - partition; 7 - inlet pipe with mesh and pressure reducing valve.

Pressure reducing valve (Fig. 1.20)- plunger type, located in the inlet pipe of the oil pump. The valve plunger is made of steel and is subjected to nitrocarburization to increase the hardness and wear resistance of the outer working surface.

The pressure reducing valve is adjusted at the factory by selecting washers 3 of a certain thickness. It is not recommended to change the valve adjustment during operation.

Rice. 1.20. Pressure reducing valve: 1 - plunger; 2 - spring; 3 - washer; 4 - cotter pin

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

On the intermediate shaft, using a segment key 3, drive gear 2 is installed and secured with a flange nut. Driven gear 7 is pressed onto shaft 8, which rotates in the bores of the cylinder block. A steel sleeve 6 is pressed into the upper part of the driven gear, having

internal hex hole. A hexagonal roller 9 is inserted into the hole in the bushing, the lower end of which fits into the hexagonal hole of the oil pump roller.

From above, the oil pump drive is closed with a cover 4, secured through a gasket 5 with four bolts. When rotating, the driven gear is pressed against the drive cover by its upper end surface.

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

3 - key; 4 - cover; 5 - gasket; 6 - bushing; 7 - driven gear; 8 - roller: 9 - hexagonal roller of the oil pump drive

The drive and driven helical gears are made of high-strength cast iron and nitrided to improve their wear resistance. The hexagonal roller is made of alloy steel and carbon nitrided. Drive roller

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

Oil filter (Fig. 1.22). The engine is equipped with full-flow single-use oil filters of non-separable design 2101С-1012005-NK-2 f. "KOLAN", Ukraine, 406.1012005-01

f. "Avtoagregat", Livny or 406.1012005-02 f. "BIG-filter", St. Petersburg.

For installation on the engine, use only the specified oil filters that provide high quality oil filtration.

Filters 2101S-1012005-NK-2 and 406.1012005-02 are equipped with a bypass valve filter element, which reduces the likelihood of unclean oil entering the lubrication system when starting a cold engine and extreme contamination of the main filter element.

Rice. 1.22. Oil filter: 1 - spring; 2 - body; 3 - filter element of the bypass valve; 4 - bypass valve; 5 - main filter element; 6 - anti-drainage valve; 7 - cover; 8 - gasket

Oil purification filters 2101C-1012005-NK-2 and 406.1012005-02 operate as follows: oil is supplied under pressure through the holes in the cover 7 into the cavity between the outer surface of the main filter element 5 and the housing 2, passes through the filter curtain of the element 5, is cleaned and enters through central hole covers 7 into the central oil line.

When the main filter element is extremely dirty or during a cold start, when the oil is very thick and has difficulty passing through the main filter element, the bypass valve 4 opens and the oil passes into the engine, being cleaned by the filter element 3 of the bypass valve.

Anti-drainage valve 6 prevents oil from leaking out of the filter when the car is parked and subsequent “oil starvation” when starting.

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

The oil filter must be replaced during maintenance-1 (every 10,000 km) simultaneously with an oil change.

WARNING

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

Thermal valve designed for automatic control of oil supply to the oil cooler depending on the temperature of the oil and its

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

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

Rice. 1.23. Thermal valve: 1 - plunger; 2 - thermal power sensor; 3 - thermal valve body; 4 - ball; 5 - ball valve spring; 6 - gasket; 7, 8 - plug; 9 - gasket; 10 - plunger spring; 11 - fitting

From the oil pump, oil is supplied under pressure to cavity A of the thermal valve. When the oil pressure is above 0.7-0.9 kgf/cm2 the ball valve opens and oil enters channel B of thermal valve body B to plunger 1. When the oil temperature reaches 79-83 °C, the piston of thermal power element 2, washed by the flow of hot oil, begins to move plunger 10, opening the way for oil flow from channel B to the oil cooler .

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

Oil coolerIt is a coil made of an aluminum tube and serves for additional cooling of the oil. The oil cooler is connected to the engine oil line with a rubber hose through a thermal valve, which operates automatically. The oil from the radiator is drained through a hose into the oil sump.

The ZMZ-406 lubrication system consists of an oil level indicator, an oil pump with an oil receiver, oil channels, oil filter, pressure reducing valve, oil filter, oil sump, oil filler cap, oil cooler, safety valve and shut-off valve.

The ZMZ-406 engine lubrication system is combined: the main and connecting rod bearings of the crankshaft, piston pins, camshaft supports, bearings of the intermediate shaft and oil pump drive shaft, hydraulic tappets and helical gears are lubricated under pressure. The remaining parts are lubricated by splashing.

The oil pump is gear-type, single-section, driven from an intermediate shaft by means of a pair of helical gears. An oil cooler and a full-flow filter are built into the lubrication system. The oil level indicator has marks: top level"P" and lower level"ABOUT". The oil level should be near the “P” mark, without exceeding it.

Oil can be supplied to working surfaces under pressure, splashing or gravity. The choice of method for supplying oil to a particular part depends on its operating conditions and the convenience of lubricant supply. IN car engines A combined lubrication system is used, in which lubricant is supplied to the most loaded parts under pressure, and to other parts by splashing and gravity flow.

Oil path from pump to timing valve assembly

The gear-type oil pump is installed inside the oil sump and is attached to the cylinder block with two studs. The pump body is made of aluminum alloy, the pump cover is made of cast iron, and the pump gears are made of sintered metal. The drive gear is secured to the shaft with a pin, the driven gear rotates freely on an axis pressed into the pump housing.

A 0.3 mm thick cardboard gasket provides the necessary clearance between the ends of the gears and the cover. A cast aluminum alloy oil receiver with a mesh is attached to the cover. A pressure reducing valve is placed in the pump housing. Oil from the pump is supplied to the oil filter through channels in the cylinder block and an outer tube on the left side of the block.

From the oil filter, oil is supplied through channels in the block to the crankshaft main bearings and bearings camshaft, from the main bearings of the crankshaft through channels in the crankshaft, oil is supplied to the connecting rod bearings, and from the camshaft bearings through channels to the cylinder head to lubricate the valve rocker arms and the upper tips of the rods.

The plunger type pressure reducing valve is located in the oil pump housing and is adjusted at the factory by installing a calibration spring. The adjustment should not be changed during operation. Oil pressure is determined by a gauge whose sensor is screwed into the oil line of the cylinder block.

In addition, the system is equipped with an emergency oil pressure indicator, the sensor of which is screwed into the lower part of the oil filter housing. The emergency oil pressure indicator lights up at a pressure of 0.4…0.8 kgf/cm 2 .

The oil pump is driven from the camshaft by a pair of helical gears. The drive gear is steel, cast into the body of the camshaft, the driven gear is steel, nitro-carburized, secured with a pin on a shaft rotating in a cast-iron housing. A sleeve is placed on the upper end of the shaft and secured with a pin, which has a slot shifted 1.5 mm to the side to drive the ignition distributor sensor. An intermediate hexagonal shaft is pivotally connected to the lower end of the shaft, the lower end of which fits into the hexagonal hole of the oil pump shaft.

The shaft in the drive housing is lubricated with oil, which is sprayed by the moving parts of the engine. The sprayed oil, flowing down the walls of the block, enters the slot - a trap at the lower end of the housing shank and through the hole enters the shaft surface.

The hole for the shaft in the housing has a helical groove, thanks to which the oil is evenly distributed along its entire length when the shaft rotates. Excess oil from the upper cavity of the drive housing flows back into the crankcase through a channel in the housing. The drive gears are lubricated by a stream of oil flowing from a 2 mm diameter hole in the cylinder block and connected to the fourth camshaft support, which has an annular groove.

The oil filter is full-flow, with a cardboard replaceable element, located on the left side of the engine. All the oil pumped into the system passes through the filter. The filter consists of a housing, a cover, a central rod and a filter element.

At the top of the central rod there is a bypass valve, which, when the filter element is clogged, allows oil to pass through it into the oil line. The resistance of a clean filter element is 0.1…0.2 kgf/cm2, the bypass valve begins to bypass oil when the resistance increases as a result of filter clogging to 0.6…0.7 kgf/cm2.

The oil cooler serves for additional cooling of the oil when operating the car in the summer, as well as during long-term driving at speeds above 100-110 km/h. The oil cooler is connected to the engine oil line using a rubber hose through a shut-off valve and a safety valve, which are installed on the left side of the engine.

The position of the faucet handle along the hose corresponds to the open position of the faucet, and across it corresponds to the closed position.

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

The engine crankcase ventilation is closed, forced, operating as a result of vacuum in the intake manifold and in the air filter. When the engine is running idling and at partial loads, gases from the crankcase are sucked into the intake pipe, at full load- V air filter and inlet pipe.

Lubrication diagram on a cross section of an engine

Figure 7 - Cross section of the ZMZ 406 engine (lubrication diagram)

1 - oil pump; 2 - oil sump; 3 - oil pump bypass valve;

4 - thermal valve; 5 - central oil line; 6 - oil filter;

7, 8, 10, 11, 12, 14, 17, 18, 19 - oil supply channels; 9 - fitting of the thermal valve for draining oil into the radiator; 13 - oil filler pipe cover; 15 - oil level indicator handle;

16 - emergency oil pressure indicator sensor; 20 - crankshaft;

21 - oil level indicator rod; 22 - connection hole for the oil supply hose from the radiator; 23 - oil drain plug