Engine lubrication system combined: under pressure and spraying.
- oil radiator
- rocker axis cavity
- channel in the block head
- oil filter
- channel in block
- main oil line
- hole in the distributor drive housing
- cavity
- oil pump
- oil pump pressure reducing valve
- fourth camshaft journal
- oil receiver
- safety valve
- oil cooler valve
- second camshaft journal
Oil is sucked through the oil receiver by the oil pump and, after passing through the filter, is fed into the oil line. A pressure reducing valve is installed on the pump. A safety valve is installed in the filter spacer, allowing oil to pass into the line in addition to the filter if its resistance is excessively high (clogged, starting a cold engine). The crankshaft main and connecting rod bearings, camshaft bearings, camshaft thrust flange, rocker arm bushings and upper rod ends are lubricated under pressure.
To the heads of the block for lubrication of the rocker arm bushings and the upper tips of the rods, oil is supplied in a pulsating flow from the second 15 (to the right head) and from the fourth 11 (to the left head) camshaft journals through channels 5 in the block and 3 in the head.
Spray lubricates cylinders, connecting rod bushings, piston rings, valves, tappets and camshaft cams.
The camshaft drive gears are lubricated with oil coming from the oil line through a tube, and the ignition sensor-distributor drive and its gear are lubricated with oil coming from cavity 8 located between the fifth journal of the camshaft and the plug in the block.
It is strictly forbidden to operate if the oil level in the engine crankcase is below the O mark on the indicator rod. It is necessary to constantly maintain the oil level in the engine crankcase between the O and P indicator marks, as close as possible to the P mark. To more accurately determine the oil level, start the engine and, after letting it run for 3-4 minutes, stop it. After 10 minutes, take a measurement.
The oil pressure in the engine when the car is moving in direct gear at a speed of 60 km/h must be at least 250 kPa (2.5 kgf/cm2) with the oil cooler turned off and the engine well warmed up.
When starting and warming up a cold engine, oil pressure can reach 500-550 kPa (5-5.5 kgf/cm2).
When the oil pressure in the engine drops to 40-80 kPa (0.4-0.8 kgf/cm2), the emergency oil pressure indicator lights up on the instrument panel.
It is permissible for the indicator to light up at a low crankshaft speed in idle mode. If the lubrication system is working properly, the indicator will go out when the rotation speed increases. If the indicator lights up at medium and high engine speeds, it indicates the presence of a malfunction, and until it is eliminated, further operation of the vehicle must be stopped.
When the air temperature is above 20 °C, it is necessary to turn on the oil cooler by opening the tap located on the left side of the engine. When the radiator is turned on, the faucet handle is directed along the hose. At lower temperatures the radiator should be turned off. However, regardless of the air temperature, when driving in particularly difficult conditions, with a heavy load and low speeds, it is also necessary to turn on the oil cooler. Oil enters the radiator through the safety valve. This valve opens at a pressure of about 100 kPa (1.0 kgf/cm2), and thus oil circulates through the radiator only if there is a pressure in the oil line greater than 100 kPa (1.0 kgf/cm2). After passing through the oil cooler, the oil is drained into the engine crankcase.
Every time when adjusting the gap between valves and rocker arms, as well as during TO-2, it is necessary to check whether oil is reaching the rocker arm axles. To do this, you need to start the engine and make sure that the oil flows out of the hole in the adjusting screw and flows down the rods. If oil does not flow, it is necessary to clean the channels as follows.
From the head in which oil does not flow to the rocker arm axles, remove the axle with rocker arms and struts assemblies, unscrew the stud securing the rocker arm axle (front on the right head, rear on the left head) and through its hole blow compressed air through the oil supply channels to head, slowly turning the crankshaft until the characteristic sound of air escaping into the oil appears.
Introduction………………………………………………………………………………..
1. General information………………………………………………………..
2. Tactical technical characteristics of the car Gas - 53A…………
3. Main parameters and transmission diagram of the Gas - 53A car........
3.1. Purpose of the transmission and its general data …………………………
3.2. Rear axle………………………………………………………………
4. Calculation part…………………………………………………………
4.1 Traction calculations and dynamic characteristics………………………
4.2 Calculation of power balance, base vehicles during straight-line movement on a horizontal section of the track in direct (overdrive) gear…………………………………………………………………………………………
Conclusion……………………………………………………………………
Bibliography……………………………………………………………
Introduction
One of the most common cars in Russia, the GAZ-53, can still be found on the streets of our cities. Whatever kind of work this truck performed, the machine found application in various spheres of the country’s national economy. Utility vehicles, fire trucks, agricultural machinery and much more were built on its basis.
The GAZ-53 car has been produced by the Gorky Automobile Plant since 1964. The body is an all-metal platform with an opening tailgate. The awning can be installed on five arches. The all-metal double cabin is equipped with a suspended berth and is located above the engine. The GAZ-53 car is rear-wheel drive with a four-speed gearbox. The vehicles are designed for transporting passengers and cargo on all types of roads and terrain and are designed for operation at ambient temperatures from minus 45 to plus 40 0 C. Based on the Gas - 53 vehicle, the FC-30 light-type tank truck was built and is intended for extinguishing fires with water from the tank or from an external water source, air-mechanical foam using exported foam concentrate or taking it from an external container, as well as for delivering combat crews, firefighting equipment and technical weapons, water and foam concentrate to the fire site. Units armed with tank trucks are capable of supplying water and air-mechanical foam of various expansion rates for extinguishing fires without installation and with the installation of machines at water sources, they can supply water from remote water sources, take it from water sources with poor access roads using hydraulic elevators and supply it to extinguishing fires; pump water from remote sources in cooperation with other units on the main fire engines.
General information.
Lightweight car. The body of the fire tanker contains a tank with a capacity of 2000 liters. The pump compartment is located at the rear of the vehicle and contains the control panel, taps, valves and the PN-30 pumping unit itself. Fire-fighting equipment is located in the side compartments of the body. The combat crew of the tanker consists of 2 people.
Tactical technical characteristics of the GAZ-53A car
dimensions
Gross weight, kg 7400
For the front axle 1810
To the rear axle 5590
Load capacity, kg 4000
Maximum weight of towed trailer with cargo, kg 4000
Vehicle weight in running order
(without additional equipment), kg 3250
Overall dimensions of the car, mm
Width 2380
Height (cabin without load) 2220
Height (on the awning without load) 2220
Vehicle base, mm 3700
Highest vehicle speed with full load
without a trailer (on a horizontal section of road with
improved coating), km/h 80-86
Front wheel track (on ground), mm 1630
Rear wheel track (on ground), mm 1690
Lowest points of the car (with full load), mm
Drive axle housings 265
Front axle 347
Fig 1. Overall dimensions.
Engine.
Today there are many types of engines such as:
1. Electric motors (converting electrical energy accumulated in batteries into mechanical energy of rotation of the engine rotor, which in turn transmits rotational energy to the wheels).
2. Steam.
3. ICE (in which the chemical energy of the fuel is converted into mechanical work).
Gasoline (where the working mixture of air and gasoline is prepared in a carburetor or injected into the manifold using injectors)
Diesel (injection is carried out by a nozzle into air compressed by pistons)
Gas engines (powered by liquefied gas)
ICEs have become more widespread due to their autonomy and higher energy content in the fuel.
My course work presents: carburetor internal combustion engine
Number of cylinders and their arrangement 8, V-shaped
Cylinder diameter, mm 92
Piston stroke, mm 80
Cylinder displacement, l 4.25
Compression Ratio (Average) 6.7
Maximum power (limited by regulator)
at 3200 rpm, hp kW. 115 (84.6)
Maximum torque 2000-2500 rpm, kgm 29 (284.4 N m)
Carburetor K – 126B, two-chamber,
balanced, falling
Air filter Inertia-oil with
contact filter
element
Engine cooling Liquid, forced,
with a centrifugal pump. IN
cooling system available
thermostat installed in
outlet pipe
Chassis
To avoid increased tire wear, you should not brake the car sharply, allow it to be overloaded, jerking and wheel slipping when starting from a stop and changing from low to higher gears.
The load must be placed evenly over the entire area of the platform. Place heavy but small-sized cargo closer to the cabin.
Low pressure tires 8.25-20 or type P
(the pressure in them should be: at
front wheels 5 kg/cm⅔,
on the back 6 kg/cm⅔,).
Tire size 240-508.
Refill containers and standards
Fuel tanks (capacity), l 90
Engine cooling system, l
With starting heating 23
Without starting heating 21.5
Engine lubrication system, l 8.0
Air filter, l 0.55
Gearbox housing, l 3.0
Rear axle housing, l 8.2
Steering gear housing, l 0.5
Shock absorbers (each separately), l 0.41
Hydraulic foot drive system
Part 2
Continuation. See the beginning of the article here: part 1
Ignition distributor and oil pump drive
Ignition distributor drive engine ZMZ-53-11 and oil pump consists of housing 1 (Fig. 7), into which two bushings made of sheet bronze are pressed. Roller 2 rotates in the bushings, at one end of which there is a slot for the shank of the ignition distributor roller. The slot is offset relative to the axis of the roller, due to which the distributor can be installed in only one position. A guide sleeve is pressed onto this end of the drive shaft and secured with a pin.
Rice. 7. Drive of the ignition distributor and oil pump of the ZMZ-53-11 engine of the GA3-53-12 car: 1 - drive housing, 2 - drive shaft, 3 and 4 - thrust washers, 5 - driven gear, 6 - spring ring, 7 - retaining ring, 8 - oil pump drive shaft, 9 - pin
Driven gear 5 is secured with a pin at the lower end of the shaft. The drive gear is located on the camshaft.
Two thrust washers are installed between the end of the drive housing and the driven gear, steel 3 and aluminum alloy 4.
At the lower end of the distributor drive shaft there is a hexagonal hole into which the hexagonal oil pump drive shaft fits. The lower end of the hexagonal shaft fits freely into the hexagonal hole in the end of the oil pump shaft.
The drive housing is installed on the block through a paronite gasket and secured with a special fork. In the upper part of the housing there is a boss with a threaded hole for attaching the ignition distributor.
Pressure reducing valve serves to maintain a certain oil pressure in the system. It is located in the oil pump cover. Oil pressure acts on the end of plunger 6 (Fig. 8) and the plunger moves, overcoming the force of spring 3. When the plunger opens bypass hole 7, excess oil flows through the hole into the suction cavity of the oil pump. With a further increase in the amount of oil supplied by the pump, which occurs when the engine speed increases, the plunger compresses the spring even more and the flow area of the drain hole increases. As the engine wears, oil flow through the bearings increases, the pressure in the system is maintained at approximately the same level, but the amount of oil drained through the pressure reducing valve decreases.
Rice. 8. Reducing valve of the ZMZ-53-11 engine of the GA3-53-12 car: 1 - valve plug, 2 - plug gasket, 3 - spring, 4 - oil pump cover, 5 - relief hole, 6 - plunger, 7 - bypass hole
Oil seeps into the cavity behind the plunger. To prevent it from interfering with the movement of the plunger, the valve has a relief hole 5.
The pressure reducing valve cannot be adjusted.
If the warning light on the instrument panel comes on, this indicates a drop in oil pressure in the engine.
It is allowed for the warning light to light up at low idle speed. If the engine lubrication system is working properly, the light goes out when the crankshaft speed increases.
Oil filter full flow (Fig. 9) mounted on a spacer on the front of the intake pipe. Oil is supplied to the filter from the oil pump through a channel in the block and a special tube. The filter consists of a housing made of two parts 1 and 14, a rod 12, a tube 6 and a filter element 5. In the filter spacer 16 there is a bypass valve, which, when the filter element is clogged, allows oil in addition to the filter into the oil line.
Rice. 9. Oil filter of the ZMZ-53-11 engine of the GA3-53-12 car: 1 - filter housing (upper part); 2 - spring; 3 - support washer; 4 - sealing ring; 5 - filter element; 6 - filter housing tube; 7 - bypass valve plug; 8 - filter housing gasket; 9 - bypass valve gasket; 10 - bypass valve spring; 11 - bypass valve ball; 12 - oil filter rod; 13 - filter element gasket; 14 - filter housing (lower part); 15 - upper spacer gasket; 16 - filter spacer; 17 - washer; 18 - connecting nut; 19 - sealing gasket; 20 - connecting fitting; 21 - sealing gasket; 22 - sealing ring
Oil radiator The ZMZ-53-11 engine consists of six cooling tubes with cooling plates soldered to them. The radiator tubes are arranged in one row. The cooling tubes are soldered into the bottoms of the radiator tanks, to which the oil supply and drain pipes are soldered. The radiator is connected to the engine by rubber rods. A safety valve and a radiator shut-off valve are installed on the oil radiator inlet line. When driving in difficult conditions (dirt, off-road, etc.), as well as at ambient temperatures above 20°C, it is necessary to turn on the oil radiator, and the shut-off valve handle must be directed along the axis of the valve.
Safety valve. The safety valve consists of a body 5 (Fig. 10), a ball 6, a spring 4 and a plug 3. At low oil pressures, the safety valve automatically turns off the radiator and directs all the oil to lubricate the rubbing parts of the engine. The valve opens at a pressure of 80-90 kPa (0.8-0.9 kgf/cm2). Thus, at low pressures in the oil line, the radiator is turned off, and all the oil is used to lubricate the rubbing parts. If the pressure in the oil line is above 100 kPa (1 kgf/cm2), the valve opens completely and oil enters the radiator.
Rice. 10. Safety valve and oil cooler tap of the ZMZ-53-11 engine of the GA3-53-12 car: 1 - shut-off valve, 2 - valve plug gasket, 3 - valve plug, 4 - valve spring, 5 - valve body, 6 - valve ball, 7 - cylinder block
Caring for the ZMZ-53-11 engine lubrication system.
Maintenance of the lubrication system consists of daily checking the oil level in the engine crankcase, replacing used oil in the crankcase, changing the filter element and periodically checking the pressure in the lubrication system with a control pressure gauge.
Checking the oil pressure is done as follows. Instead of an emergency oil pressure sensor, a control pressure gauge is installed and the actual oil pressure in the system is determined from it.
The engines have a mixed (pressure and splash) lubrication system.
Under pressure, oil is supplied to the main and connecting rod bearings of the crankshaft, and to the camshaft bearings.
Oil is supplied to the rocker arm bushings with pulsating pressure through the hollow axles of the rocker arms, into which it enters through channels coming from the second and fourth camshaft bearings. Oil is supplied to the rest of the engine parts by gravity and splashing.
To cool the oil, the engines are equipped with an oil cooler installed in front of the cooling system radiator.
The pressure drop in the lubrication system is mainly caused by wear of the oil pump parts or the crankshaft and camshaft bearings.
With significant wear, the oil pump begins to operate noisily. To identify pump faults, it must be removed from the engine and disassembled.
But you should start disassembling the pump only after checking the condition of the pressure relief valve, since it may cause abnormal pressure in the oil system (a weakened spring, a stuck plunger, etc.).
To make sure that the pressure reducing valve is working properly, you need to unscrew its plug, remove the spring and make sure that the plunger moves in its seat freely, without jamming, and that the spring is in normal condition.
The free length of the spring should be 50 mm. The force of the valve spring when compressed by 10 mm should be equal to 4.6 kg. When the force weakens, the spring is replaced with a new one, since placing washers under it or stretching it to increase the force is strictly prohibited.
Disassembling the oil pump
1. Remove the pump together with the gasket from the cylinder block.
2. Remove the lower section housing with the driven gear and gasket.
3. Remove the oil pump lower drive gear and gear key from the pump shaft.
4. Remove the oil pump baffle with gasket.
5. Remove the driven gear of the upper section of the pump from the housing.
6. Remove the shaft with the drive gear of the upper section from the pump housing.
7. After disassembling the pump, thoroughly rinse, dry and inspect all its parts.
8. If wear from the gear is found on the oil pump partition, grind it until traces of wear are eliminated. If there is significant wear on the section housings, replace the pump with a new one.
When making repairs, keep the following in mind.
The distance from the end of the roller with a hexagonal hole to the upper end of the drive gear of the upper section of the pump should be 40 ± 0.15 mm.
A hole with a diameter of 4 mm for the gear mounting pin on the pump shaft is drilled to a depth of 23 ± 0.5 mm at a distance of 15 mm from the end of the gear. Elevation of the pin above the plane of the tooth cavity is not allowed.
81 82 83 84 85 86 87 88 89 ..Repair of individual engine parts and componentsGAZ-53-12
Oil pump repair engine GAZ-53-12
A drop in pressure in the lubrication system can be caused by wear of oil pump parts or crankshaft and camshaft bearings. With significant wear, the pump begins to operate noisily. To identify pump faults, it is removed from the engine and disassembled. But they begin to disassemble the pump only after checking the condition of the pressure relief valve, since it may cause incorrect pressure in the oil system (the spring is weakened, the plunger is stuck, etc.).
Rice. 67. Oil pump shaft with drive gear:
1 - shaft; 2 - gear; 3 - pin
Fig. 68. Oil pump housing with driven gear axis assembled: 1 - housing; 2 - axis
The pressure reducing valve is located in the oil pump cover. The force of the pressure reducing valve spring when compressing it to a length of 40 mm should be in the range of 43.5 - 48.5 N. Place washers under the spring to
increasing its effort is strictly prohibited. The faulty spring is replaced with a new one.
To disassemble the pump, unscrew the two fastening nuts and remove the pump from the cylinder block along with the gasket; unscrew the four bolts securing the oil pump cover and remove the cover with the gasket; remove the oil pump driven gear from the housing; remove the pump shaft with drive gear assembly.
After disassembling the pump, all its parts are thoroughly washed, dried and inspected.
If wear from the gear is found on the surface of the oil pump cover, then grind the surface of the cover until traces of wear are destroyed. In case of major malfunctions, the pump is replaced with a new one. During repairs, the necessary clearances and tensions in the mating parts must be ensured.
When replacing a roller with a new one, as well as other types of repairs, keep in mind the following:
The distance from the end of the roller with a hexagonal hole to the upper end of the oil pump drive gear should be (42.5 ± 0.15) mm;
hole with a diameter of 4+0.055 -0.025 mm under
The gear mounting pin on the pump shaft is drilled to a depth of (23±0.5) mm at a distance of 20 mm from the end of the gear (Fig. 67). The protrusion of the pin above the plane of the tooth cavity is not allowed;
When pressing the driven gear axis out of the pump housing, the housing is heated to a temperature of 100-120 °C;
To press the axle into the pump casing, the casing is heated to a temperature of 160 - 175 ° C, and the axle is cooled in dry ice to a temperature of - 70 ° C;
When pressing the driven gear axis into the housing, press the axis until it stops (Fig. 68).
To assemble the pump, install the shaft assembly with the drive gear into the oil pump housing; install the driven gear on the axis in the pump housing; The oil pump cover with a gasket is placed on the housing; secure the cover to the pump body with four bolts.
When assembling the pump, always change the paronite or cardboard cover gasket (their thickness is 0.3 mm). It is unacceptable to use shellac or other sealing agents, or to increase the thickness of the gasket, as this reduces the performance of the pump.
Before installing the pump on the engine, it must be filled with oil, since a dry pump at the very beginning of engine operation will not supply oil to the rubbing surfaces, which will lead to scuffing and failure.
When disassembling the distributor drive, remove the spring ring and remove the safety pin, remove the hexagonal shaft of the oil pump drive, remove the retaining ring and gear from the shaft, remove the thrust washers and remove the shaft from the distributor drive housing.
To assemble the drive, before assembly, all drive parts are blown with compressed air and wiped with clean cloths. The shaft assembly is lubricated with clean engine oil, inserted into the distributor drive housing and tested for ease of rotation by hand. Thrust washers are installed on the roller, first steel 3, then aluminum alloy 4. Install the gear on the drive shaft. A hexagonal oil pump drive shaft is inserted into the hexagonal hole at the end of the distributor drive shaft, a pin is installed in a hole with a diameter of 3.5 mm, a spring ring is installed in the groove on the gear hub, and a retaining ring is installed in the groove of the drive shaft.
Check: the ease of rotation of the roller by hand, the gap between the thrust washer and the end of the drive gear (Fig. 69), which should be 0.15 - 0.40 mm; mid-cavity displacement
distributor drive gear teeth relative to the axis of the shaft groove - permissible deviation ± 2°.