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Pic. 6: 1. Oil pump. 2. Oil filter bracket. 3. Oil supply channel from the pump to the filter. 4. Horizontal channel in the cylinder block for supplying oil from the filter to the oil line. 5. Channel in the cylinder block for supplying oil to the oil pump drive gear and ignition distributor. 6. Channel in the neck of the crankshaft. 7. Front crankshaft oil seal. 8. Oil supply channel from the oil line to the main bearing and to the auxiliary drive shaft. 9. Gear bushing for oil pump drive and ignition distributor. 10. Auxiliary drive roller. 11. Oil drain cavity into the engine crankcase. 12. Camshaft pulley. 13. Camshaft seal. 14. Channel in the camshaft cam. 15. Main channel in the camshaft. 16. Channel in the camshaft bearing journal. 17. Camshaft bearing housing. 18. Annular undercut on the middle support neck. 19. Oil filler cap. 20. An inclined channel in the cylinder head for supplying oil to the gas distribution mechanism. 21. Vertical channel in the cylinder block for supplying oil to the gas distribution mechanism. 22. The main channel in the cylinder block. 23. Sensor control lamp oil pressure. 24. Oil supply channel to the main bearing of the crankshaft. 25. Oil supply channel from the main bearing to the connecting rod. 26. Oil filter bypass valve. 27. Oil filter paper element. 28. Anti-drainage valve. 29. Exhaust manifold for crankcase ventilation. 30 Flame Hider. 31. Oil separator. 32. Drain tube. 33. Spool on the axis of the throttle valve of the primary chamber of the carburetor. 34. Calibrated hole. 35. Throttle valve. 36. Hose for removal of crankcase gases into the throttle space of the carburetor. 37. Air filter element. I - Engine crankcase ventilation scheme. II - Scheme of operation of the spool device. III - At a low frequency of rotation of the crankshaft. IV - At a high frequency of rotation of the crankshaft.
The engine lubrication system by supplying oil to the rubbing surfaces provides:
- reducing friction and increasing the mechanical efficiency of the engine;
- reduction of wear of rubbing parts;
- cooling of engine parts and removal of wear products from the interfaces of engine parts.
Lubrication of rubbing parts, along with the selection of materials and the type of treatment of their surfaces, effectively increases the durability of the engine. The lubrication system also ensures that the circulating oil is cleaned of mechanical and other harmful impurities when it passes through an oil filter with a paper filter element.
Engine oil has a complex of additives that provide high lubricating properties of the oil, resistance to oxidation and the ability to work in a wide temperature range.
The oil reserve necessary for normal operation of the engine is located directly in the crankcase. Oil is filled into the engine crankcase through an oil filler neck, hermetically sealed by cover 19. Waste oil is drained from the system through a hole closed with a screw plug. The capacity of the lubrication system is 3.75 liters. The oil level is controlled by the marks on the level indicator.
The oil pressure on a warm engine at an average speed of the crankshaft is 0.35-0.45 MPa (3.5-4.5 kgf/cm2).
The engine lubrication system is combined: under pressure and splashing. Under pressure, the main and connecting rod bearings, the camshaft bearings, the gear bushing and the oil pump drive shaft and the ignition distributor are lubricated.
Oil flowing from the gaps and splashed by moving parts lubricates the cylinder walls, pistons with piston rings, piston pins in the piston bosses, the timing chain, the valve lever bearings, and the valve stems in their guide bushings.
The lubrication system includes: oil pump 1, intake pipe with a filter mesh attached to the pump housing; full-flow oil filter mounted on the left front side of the engine; oil pressure reducing valve built into the intake pipe; sensor 23 oil pressure warning lamp.
The oil pressure warning lamp sensor is connected to the oil pressure warning lamp on the instrument panel, which lights up when the oil pressure drops to 0.02-0.06 MPa (0.4-0.8 kgf/cm2). When the engine is running with a good lubrication system, the lamp should go out (if the engine is not overheated).
The circulation of oil during engine operation is as follows. Oil pump 1, driven by a pair of helical gears, draws oil from the crankcase through a filter screen in the suction pipe and delivers it through channel 3 to a full-flow filter. The filtered oil through channel 4 enters the longitudinal main channel 22, which runs along the block on the left side, and from there through channels 24 drilled in the partitions of the cylinder block, it is supplied to the crankshaft main bearings. Oil is supplied to the central support of the camshaft through channels 20, 21 drilled in the cylinder block, in the cylinder head and in the housing 17 of the camshaft bearings. The cylinder head gasket has a copper-lined hole through which oil flows from channel 21 of the block to channel 20 of the cylinder head.
Each bush of the first, second, fourth and fifth main bearings has two holes through which oil enters the annular grooves on the inner surface of the liners. From the grooves, part of the oil goes to lubricate the main bearings, and the other part through channels 6 drilled in the necks and cheeks of the crankshaft to the connecting rod bearings, and from them, through the holes in the lower heads of the connecting rods, a jet of oil enters the cylinder mirror at the moment the bearing hole coincides with channel in the crankpin.
Oil for lubricating the third (central) The main bearing comes out of the channel through two holes in the liners. There are no annular grooves in the shells of this main bearing and there is no oil drain from it to the connecting rod bearing.
The oil that has passed to the central bearing of the camshaft through the annular recess 18 in the bearing journal enters the main channel 15 of the camshaft, and from the channel through holes 14 and 16 in the cams and bearing journals to the working surfaces of the cams, levers and shaft bearings.
Oil from the first bearing of the roller 10 of the oil pump drive and the ignition distributor flows through a channel drilled in the roller itself to the second bearing. To the sleeve 9 of the gear of the oil pump drive and the ignition distributor, oil is supplied through a separate channel 5 from the cavity in front of the oil filter. The remaining parts are lubricated by splashing and gravity.
The oil collected under the cylinder head cover drains into the engine crankcase through special drain and ventilation cavities 11 in the cylinder head and cylinder block.
In order to ensure the necessary oil pressure in the line when the engine is running in any mode, as well as to compensate for the oil consumption that increases with engine wear, the oil pump has an excess capacity. And in order to prevent an increase in oil pressure beyond the allowable one, a pressure reducing valve is installed in the system, which bypasses excess oil into the oil receiver.
Oil pump (see engine cross-section drawing) gear type, mounted inside the crankcase and attached to the cylinder block with two bolts. The drive gear of the pump is fixed on the roller, and the gear wheel rotates freely on the axis pressed into the pump housing. The oil enters the pump through the oil intake pipe, passing through the filter mesh. A pressure reducing valve is built into the body of the oil receiver. When the pressure in the lubrication system rises above the permissible level, the oil is squeezed out by the pressure reducing valve and excess oil is bypassed from the pressure cavity into the oil receiver cavity. The pressure at which the pressure reducing valve operates is provided by a spring of appropriate elasticity, set at the factory. This pressure is not adjustable.
Oil filter The oil filter is full-flow, non-separable. Until 1986, an oil filter 2101 was installed on engines (shown in the picture), which, due to its larger size than the 2105 filter, was installed using bracket 2. Later, the 2105 filter is installed on all the described engines. Due to its smaller size, it can be installed on all VAZ engines. The filter is screwed onto the fitting and pressed against the annular shoulder of the bracket or cylinder block. The tightness of the connection is ensured by a rubber gasket installed between the filter cover and the block shoulder. The oil enters the filter through channel 3 and, having passed the filter element 27, exits into the main channel 22 of the block through the central hole and the attachment fitting.
The filter has an anti-drainage valve 28, which prevents oil from draining from the system when the engine is stopped, and a bypass valve 26, which is activated when the filter element is clogged and bypasses oil, in addition to the filter, into the main channel 22. The oil is filtered by a paper element 27.
When changing the engine oil, the filter must be changed to ensure effective oil filtration.
Engine ventilation system
During engine operation, a certain amount of exhaust gases enter the crankcase through the gaps at the installation sites of the piston rings and the gaps between the valve stems and guide bushings. When starting the engine, gasoline vapors also condense in the cylinders, which, getting into the crankcase, dilute the oil and impair its lubricating properties. The water vapor present in the exhaust gases, condensing in the crankcase, foams the oil and leads to the formation of thick and sticky emulsions, and in combination with sulfur dioxide form acids that corrode the working surfaces of engine parts and accelerate their wear.
To remove gases and gasoline vapors from the crankcase, which increases the service life of the oil and increases the durability of the engine, forced crankcase ventilation is used, which is carried out by sucking gases from the crankcase into the engine intake pipe. In addition, crankcase ventilation prevents pressure build-up in the crankcase due to the ingress of exhaust gases into it. And since the ventilation system is closed, it prevents crankcase gases from entering the car interior and reduces the release of toxic substances into the atmosphere.
Crankcase gases are sucked out through a hose, put on the branch pipe of the oil separator cover 31, into the exhaust manifold 29, located under the air filter. From there, gases can be sucked off in two ways: 1) up into the space behind the air filter element and through the carburetor into the engine intake pipe; 2) through hose 36 into the spool of the carburetor and further into the throttle space of the carburetor.
The spool device regulates the gas suction mode at different frequencies of the crankshaft. It consists of a spool 33, located on the axis of the throttle valve of the primary chamber, and a calibrated hole 34 in the carburetor body.
At low crankshaft speed (with closed throttle) the vacuum at the carburetor inlet is insignificant and the bulk of the gases are sucked out through the hose 36, and then through the calibrated hole 34 of the spool device into the throttle space of the carburetor. The calibrated hole 34 limits the amount of exhaust gases, and the ventilation system has little effect on the amount of vacuum behind the throttle valve.
With an increase in the speed of the crankshaft when opening the throttle valve 35, the spool 33 rotates and opens an additional path for gases along the spool groove, and the gases are sucked out both through the hose 36 and through the air filter. The total amount of exhausted gases increases.
Finally, at high crankshaft speed (throttle valves are fully open) the main mass of crankcase gases is sucked into the air filter in the space behind the filter element.
To prevent flames from entering the crankcase when "shot" into the carburetor, a flame arrester 30 is installed in the exhaust hose. In the exhaust hose, the crankcase gases pass through the oil separator 31, the oil separated from the gases flows through the tube 32 into the oil crankcase. The oil separator housing 31 is installed in the tide of the cylinder block and is closed with a cover.