Diagnosis of a carburetor engine: power supply system. Malfunctions of the power supply system of carburetor engines Malfunctions of carburetor engines

Even taking into account the fact that cars equipped with a carburetor are an outdated solution, such cars continue to be popular in the CIS and have firmly established themselves in the lower price segment. At the same time, a relatively simple power supply system for a carburetor engine requires special attention and needs regular maintenance.

This approach allows to achieve stable operation of the internal combustion engine in different modes, as well as to reduce fuel consumption and the level of exhaust toxicity. Next, we will consider the main malfunctions of the power supply system for motors with a carburetor, which usually occur during the operation of the vehicle.

Carburetor engine power system: features and problems

As you know, an automobile internal combustion engine, regardless of the type of engine and type of fuel (carburetor, injector, gasoline or diesel), runs on a mixture of fuel and air.

Air is “sucked in” by the engine from the atmosphere, and fuel is supplied from the fuel tank through the fuel lines due to the operation of the fuel pump (mechanical or electric). The so-called fuel-air working mixture is fuel and air, which are mixed in strictly defined proportions. Then the combustion of the working mixture in the cylinders takes place.

On certain engines, fuel supply and mixture formation can also be implemented in different ways. In injection engines (except engines with direct injection), fuel is first supplied to the intake manifold through nozzles, after which it mixes with the air in there. The mixture then enters the combustion chamber.

In a diesel engine, fuel is injected directly into the combustion chamber, where pre-supplied, compressed and heated air is already located. By the way, the diesel engine has the most complex fuel system.

For this reason, the diagnostics of the diesel engine power system is an important and responsible procedure, since the overall life of such engines greatly depends on the correct operation of the diesel power system.

• If we talk about the carburetor, this is the simplest mechanical metering device, the carburetor motor has an external mixture formation. This means that a ready-made working mixture of fuel and air enters the cylinders. The preparation of the air-fuel mixture takes place in the carburetor, where both fuel and air are supplied.

As a rule, carburetors are mechanical devices, that is, the active use of electronic components is not structurally expected. An exception can only be considered individual later developments, which are actually transitional devices from a carburetor to a mono-injector. In such carburetors there are separate electronic actuators.

Let's go back to the "classic" version. It would seem that the simplicity of the mechanical mixture formation system eliminates certain disadvantages that are inherent in electronic solutions. In other words, reliability is improved. However, in practice, one can only partially agree with this, since carburetors often fail, especially if the owner does not pay the necessary attention to this element.

For a better understanding, let's look at the main elements in the carburetor device:

• the device has a float chamber, which is responsible for the fuel level in the carburetor.
• there are also jets and emulsion tubes, the presence of which allows you to calculate the amount and dispense air and fuel.
• even in the design, a diffuser should be distinguished, which is a tube (the specified tube has a narrow part). At the moment when the throttle valve opens, the air flow rate in the diffuser increases sharply, which allows fuel to be sucked into the engine cylinders.

Malfunctions of the power supply system of carburetor engines and diagnostics

Note that such a system needs regular adjustment and maintenance. The fact is that if the carburetor does not work correctly (for example, pops appear, “shoots” at the carburetor) or mixture formation is disturbed, this will affect the operation of the internal combustion engine.

As a result, the engine may start to twitch, power and traction disappear, the power unit does not gain momentum, unstable operation at idle and / or difficulties with starting on a “cold” or “hot” is possible, fuel consumption increases, the engine smokes, etc.

• First of all, in order to understand whether a repair of the carburetor engine power system is needed, problems with the air supply to the carburetor (airing, air filter contamination) should be excluded. You also need to check the integrity of the fuel lines, the condition of the fuel filter, the quality of the fuel in the tank, the condition of the gas tank, the performance of the fuel pump.
• If everything is in order with these elements, the fuel is clean and of high quality, and the ignition system check did not reveal anything, then you need to diagnose the carburetor. First, you need to check the tightness of the carburetor connection and all its gaskets, fittings, etc. Then you can proceed to the removal of the device and its disassembly. At the initial stage, in some cases it is enough to clean the carburetor. This procedure is performed using a special cleaner for carburetors. We also add that such cleaning should be performed 1-2 times a year for prevention purposes.
• If cleaning did not solve the problem, then it is necessary to disassemble the carburetor, clean or replace the jets separately. Then the carburetor is adjusted. As a rule, such an adjustment involves setting the fuel level in the float chamber, as well as setting the idle speed. We also recommend reading an article on how to choose a carburetor for a VAZ “classic”. From this article you will learn about which carburetor to choose for classic VAZ models.

Normally, the fuel level should be 18-19 mm below the plane of the housing connector and the float chamber cover. The level is checked through a hole in the body of the float chamber, which is closed with a stopper. To adjust the level, in some cases it is necessary to change the thickness of the gaskets that are located under the needle valve in the float chamber.

The power supply system must ensure the preparation of a combustible mixture of the required composition (gasoline and air ratio) and quantity, depending on the engine operating mode. The technical condition of the power supply system determines such indicators of engine operation as power, throttle response, efficiency, ease of starting, and durability.

The use of lower quality gasoline can lead to abnormal engine operation (carbon deposits, detonation, excessive fuel consumption, burnout of cylinder head gaskets, valve heads, etc.). Air filters must be in good technical condition. Violation of the tightness of the air filter housing and the integrity of the filter elements leads to an increased passage of abrasive particles.

Power system maintenance consists in a timely check of the tightness and fastening of fuel lines, pipelines for the inlet of a combustible mixture and exhaust gases, the action of the throttle and air damper drive rods of the carburetor, in checking the operation of the crankshaft maximum speed limiter once a year (in autumn), in cleaning and flushing the fuel and air filters, dismantling, washing and adjusting the carburetor twice a year (spring and autumn).

Insufficient and untimely maintenance of power system devices, pipelines, fuel and air supply control drives can lead to fuel leakage, fire hazard, fuel supply disruption, over-enrichment and over-leaning of the combustible mixture, excessive fuel consumption, disruption of normal engine operation, loss of power and throttle response, difficult starting and unstable idling of the engine. Before proceeding with the removal and disassembly of the carburetor or fuel pump, you must make sure that the cause of the deterioration in the operation of the car is not defects in other components and systems, especially the electrical system.

The technical condition of the instruments and devices of the power supply system of carburetor engines is checked both with the engine not running and with the engine running.

With the engine off, check:

• the amount of fuel in the tank;
• the condition of the gaskets under the filler cap of the fuel tank;
• fastening of the fuel tank, fuel lines, fittings and tees;
• the tightness of the connections and fastening of the sediment filter, fuel pump, carburetor, air filter, intake and exhaust pipes and muffler.

With the engine running, check:

• lack of fuel leakage at the junctions of fuel lines, fuel tank and carburetor;
• the condition of the gaskets under the cover of the carburetor float chamber, inlet and outlet pipelines;
• sump filter;
• fine filter.

Malfunctions that occur in the power system in most cases lead to the formation of a lean or rich mixture. In addition to the above inspection and control work, the devices of the power supply system of carburetor engines are subjected to periodic inspection and adjustment.

The fuel system includes a fuel tank, fuel lines, a fuel pump, a fine fuel filter, sensors, a carburetor. The principle of operation of the carburetor power system is as follows (Fig. 1).

Figure 1. Schematic diagram of the carburetor power system

When the crankshaft rotates, the fuel pump begins to operate, which sucks gasoline from the tank through a strainer and pumps it into the carburetor float chamber. Before or after the pump, gasoline passes through a fine fuel filter. When the piston moves down in the cylinder, fuel flows out of the float chamber atomizer, and purified air is sucked through the air filter. In the mixing chamber, the air jet mixes with the fuel, forming a combustible mixture. The intake valve opens, and the combustible mixture enters the cylinder, where it burns out at a certain stroke. After that, the exhaust valve opens, and the combustion products enter the muffler through the pipeline, and from there they are discharged into the atmosphere.

The main malfunction of the power supply system of a gasoline engine with a carburetor is an increase in fuel consumption (a rich mixture, an increased content of CO and CH in the exhaust gases). Main reasons:

• increase in the throughput of fuel jets;
• reduction in the throughput of air jets;
• sticking of the economizer valve, its loose closure, premature opening;
• air filter contamination;
• air damper does not fully open;
• increase in fuel level in the float chamber.

Re-depletion of the combustible mixture, reduced content of CO and CH in the exhaust gases. Main reasons:

• decrease in fuel level in the float chamber;
• sticking of the needle valve of the float chamber in the upper position;
• contamination of fuel jets;
• low pressure developed by the fuel pump.

Engine does not run at minimum idle speed. Main reasons:

• violation of the adjustment of the carburetor idle system;
• clogging of the jets of the idle system;
• violation of the fuel level in the float chamber;
• air suction into the carburetor;
• air leakage into the vacuum booster hose;
• throttle valves do not return to their original position when the control pedal is in its original position;
• malfunction of the forced idle economizer;
• water entering the carburetor.

The engine does not increase the speed, "shots" in the carburetor. Main reasons:

• poor fuel supply to the float chamber;
• clogging of jets and sprayers;
• the economizer valve does not open or is clogged;
• air leaks through the carburetor and intake manifold leaks.

Increase in the content of CO and CH in the exhaust gases in the mode of the minimum crankshaft speed.

• incorrect adjustment of the idle system;
• clogging of channels and air jets of the idle system;
• increase in the capacity of idle fuel jets.

Stopping the fuel supply. The main reasons are:

• filter clogging;
• damage to the valves or diaphragm of the fuel pump;
• freezing of water in fuel lines (Fig. 2).

The main malfunctions of the power supply system of a gasoline engine with a carburetor are:

• stopping the supply of fuel to the carburetor;
• the formation of too poor or rich combustible mixture;
• fuel leakage, difficult starting of a hot or cold engine;
• unstable idling;
• engine interruptions, increased fuel consumption;
• increase in toxicity of exhaust gases in all operating modes.

The main reasons for a fuel cut can be: damage to the valves or diaphragm of the fuel pump; filter clogging; freezing of water in fuel lines. In order to determine the reasons for the lack of fuel supply, it is necessary to disconnect the hose supplying fuel from the pump to the carburetor, lower the end of the hose removed from the carburetor into a transparent container so that it does not get on the engine and it does not ignite, and pump fuel with the fuel pump manual priming lever or turning the crankshaft with a starter. If at the same time a jet of fuel with good pressure appears, then the pump is working.

Then you need to remove the fuel inlet filter and check if it is clogged. Pump failure is indicated by poor fuel supply, intermittent fuel supply, and no fuel supply. These reasons may also indicate that the fuel supply line from the fuel tank to the fuel pump is clogged.

The main reasons for the depletion of the combustible mixture can be: decrease in fuel level in the float chamber; sticking of the needle valve of the float chamber; low fuel pump pressure; fuel jet contamination.

If the capacity of the main fuel jets changes, this leads to an increase in the toxicity of exhaust gases and a decrease in the economic performance of the engine.

If the engine loses power,“shots” are heard from the carburetor, and the engine overheats, then the causes of these problems may be: poor supply to the float chamber, clogging of jets and sprayers; clogging or damage to the economizer valve, air leakage through leaks in the carburetor and intake manifold. The loss of engine power when running on a lean mixture can occur due to the slow combustion of the mixture and, as a result, less gas pressure in the cylinder. When the combustible mixture is depleted, the engine overheats, because the combustion of the mixture occurs slowly and not only in the combustion chamber, but throughout the entire volume of the cylinder. In this case, the heating area of ​​the walls increases and the temperature rises.

To repair and eliminate defects, it is necessary to check the fuel supply. If the fuel supply is normal, it is necessary to check if there is any air leakage in the connections, for which the engine is started, the air damper is closed, the ignition is turned off and the carburetor and intake pipe connections are inspected. If wet spots of fuel appear, this indicates the presence of leaks in these places. Eliminate defects by tightening nuts and bolts. In the absence of air leakage, check the fuel level in the float chamber and, if necessary, adjust it.

If the jets are clogged, they are blown out with compressed air or, in extreme cases, carefully cleaned with soft copper wire.

Fuel leak should be removed immediately due to the possibility of fire and excessive fuel consumption. It is necessary to check the tightness of the drain plug of the fuel tank, the connections of the fuel wires, the integrity of the fuel lines, the tightness of the diaphragms and the connections of the fuel pump.

The reasons for the difficult start of a cold engine may be: lack of fuel supply to the carburetor; malfunction of the carburetor starting device; ignition system malfunctions.

If it is well supplied to the carburetor and the ignition system is working, a possible cause may be a violation of the adjustment of the position of the air and throttle valves of the primary chamber, as well as the pneumatic corrector of the starting device. It is necessary to adjust the position of the air damper by adjusting its cable drive and check the operation of the pneumatic corrector.

Unstable engine operation or the termination of its operation at a low idle speed of the crankshaft may be caused by the following reasons: incorrect ignition setting; the formation of carbon deposits on the electrodes of the candles or an increase in the gap between them; violation of the adjustment of the gaps between the rocker arms and camshaft cams; reduction in compression; air suction through the gaskets between the head and the intake pipe and between the exhaust pipe and the carburetor.

First you need to make sure that the ignition system and the gas distribution mechanism are working, then check the absence of sticking of the throttle valves and their drive, adjust the carburetor idle system. If the adjustment does not help to achieve stable engine operation, it is necessary to check the cleanliness of the jets and channels of the carburetor idle system, the serviceability of the forced idle economizer, the tightness of the connections of the vacuum hoses of the EPXX system and the vacuum brake booster.

After every 15,000–20,000 km of run, check and tighten the bolts and nuts securing the air cleaner to the carburetor, the fuel pump to the cylinder block, the carburetor to the intake piping, the intake and exhaust piping to the cylinder head, the silencer exhaust pipe to the exhaust piping, the silencer to the body . Remove the cover, take out the air cleaner filter element, replace it with a new one. When working in dusty conditions, the filter element is changed after a run of 7000–10,000 km, the fine fuel filter is changed. When installing a new filter, the arrow on its housing must be directed in the direction of fuel movement to the fuel pump. It is necessary to remove the cover of the fuel pump housing, remove the strainer, rinse it and the cavity of the pump housing with gasoline, blow through the valves with compressed air and install all the parts in place, unscrew the plug from the carburetor cover, remove the strainer, rinse it with gasoline, blow it with compressed air and put it on place.

In addition to the above works, after 20,000–25,000 km of run, the carburetor is cleaned and its operation is checked, for which the cover is removed and contaminants are removed from the float chamber. Pollution is sucked out with a rubber bulb along with fuel.

Then the jets and carburetor channels are blown with compressed air; check and adjust the fuel level in the carburetor float chamber; check the operation of the EPXX system; adjust the carburetor to match the content of carbon monoxide CO and hydrocarbons in the exhaust gases of cars with gasoline engines.

Maintenance of the fuel system also includes a daily inspection of the connections of the fuel lines, carburetor and fuel pump to make sure there are no fuel leaks. Warming up the engine, you need to make sure that the engine is stable at a low crankshaft speed. To do this, the throttle valves are quickly opened, then they are abruptly closed.

Insufficient filling of the carburetor with fuel can be caused by a malfunction of the fuel pump. In this case, the pump is disassembled, all parts are washed in gasoline or kerosene and carefully inspected to detect cracks and breaks in the housings, leaks in the suction and discharge valves, turning in the seats or axial displacement of the pipes of the upper housing, ruptures, delamination and hardening of the pump membrane, elongation edges of the hole for the membrane rod. The hand drive lever and lever spring should work well. The pump filter must be clean, the mesh must be intact and the sealing lip must be even. The elasticity of the spring is checked under load. Springs and diaphragms that do not meet the technical requirements must be replaced.

In the fuel pump housing, there may be such damage as wear of the holes for the axis of the drive lever, thread breaks for the cover fastening screws, warping of the cover and housing split planes. Worn holes for the axis of the drive lever are expanded to a larger diameter and a bushing is inserted; Stripped threads in holes can be repaired by cutting larger threads.

Warping of the contact plane of the lid is eliminated by rubbing on the plate with paste or sandpaper.

If the hole in which the support pin is installed at the pump diaphragm drive lever and the working surface in contact with the eccentric are worn out, then the hole is expanded to a larger diameter, and the working surface is welded and machined according to the template. Worn reed valves are repaired by trimming their surface while grinding on a lapping plate. After repair and assembly, the pump is tested on a special device.

Carburetor repair.

To repair a carburetor, it is usually removed from the car, disassembled, cleaned and its parts and valves blown with compressed air; change worn out and failed parts, assemble the carburetor, adjust the fuel level in the float chamber and adjust the idle system. It is possible to remove and install the carburetor, as well as fasten and tighten the fastening nuts only on a cold carburetor, with a cold engine.

To remove the carburetor, you must first remove the air pump, then disconnect the cable and return spring, rod and shell of the air damper drive rod from the throttle control sector. Next, unscrew the fastening screw and remove the carburetor heating unit; then disconnect the electrical wires of the carburetor limit switch, and in some cars, the forced idle economizer. After that, the carburetor fastening nuts are unscrewed, removed and the intake pipe inlet is closed with plugs. Install the carburetor in reverse order.

In order to disassemble the carburetor cover, you need to carefully push the axis of the floats out of the racks with a mandrel and remove them; remove the cover gasket, unscrew the needle valve seat, fuel-fuel feed line and remove the fuel filter. Then unscrew the actuator of the idle system and remove the fuel jet of the actuator; unscrew the bolt and remove the liquid chamber; remove the spring housing clamp, the spring itself and its screen. If necessary, disconnect the body of the semi-automatic starting device, its cover, diaphragm, plunger stop, throttle opening adjusting screw, throttle lever pull rod.

Elimination of the simplest malfunctions of the engine power system

Malfunctions of the power supply system of the carburetor engine.

Lack of fuel supply, the formation of an excessively lean or rich combustible mixture are the main malfunctions of the carburetor engine power system.

Signs of malfunctions of the power supply system are the impossibility of starting or difficult starting of the engine, its unstable operation, power drop, overheating, increased fuel consumption.

The lack of fuel supply is possible when the filter of the receiving pipe of the fuel tank, the fine fuel filter, the sediment filter, fuel lines are clogged, and if the fuel pump or carburetor malfunctions. In the fuel pump, the valves may be stuck or the diaphragm may be damaged; in the carburetor, the float or fuel supply valve may be stuck in the closed position.

A lean combustible mixture is formed either by reducing the fuel supply, or by increasing the amount of incoming air. The fuel supply may decrease for the above reasons, as well as due to a low fuel level in the float chamber, clogged jets, a carburetor strainer, wear of the fuel pump drive lever, and a decrease in the elasticity of the diaphragm spring. The air supply may increase when the air damper is not fully closed, and also due to its suction at the junction of the carburetor components with the intake piping and the intake piping with cylinder heads.

When lean, the combustible mixture burns at a slower rate and burns out in the cylinder when the intake valve is already open. As a result, the engine overheats, and the flame spreads into the intake manifold and the mixing chamber of the carburetor, which causes sharp pops there. As a result, engine power decreases and fuel consumption increases.

The reasons for the formation of a rich combustible mixture are incomplete opening of the air damper, an increased fuel level in the float chamber, sticking of the float or fuel supply valve in the open position, enlarged jet openings, clogging of the air jet, leakage of the float, fuel supply valves, economizer valves.

A rich combustible mixture has a reduced burning rate and does not completely burn out in the cylinder due to a lack of oxygen. As a result, the engine overheats, and the mixture burns out in the muffler, which causes sharp pops in it and the appearance of black smoke. Prolonged operation of the engine on a rich mixture causes excessive fuel consumption and a large deposit of carbon deposits on the walls of the combustion chamber and spark plug electrodes. The power of the engine decreases, and its wear increases.

Unstable operation of the engine, in addition to these reasons, can be caused by the following reasons. If the engine runs erratically at idle only, this may be due to a misalignment of the engine speed. If the engine stops working when the throttle is suddenly opened, this indicates possible malfunctions of the accelerator pump: piston seizure, drive malfunction, non-return valve leakage, atomizer clogging, delivery valve seizure.

The reasons for the drop in engine power, in addition to those indicated, may be incomplete opening of the throttle when the pedal is pressed all the way and clogging of the air filter.

The cause of increased fuel consumption may be fuel flowing through leaks in the fuel line connections or a damaged fuel pump diaphragm.

Methods for detecting malfunctions in the power supply system of a carburetor engine. When checking the fuel system, first of all, it is necessary to make sure that there is no leakage of fuel through the connections, since this malfunction can lead to a fire.

The fuel pump is checked directly on the engine, or by removing it from the engine. To check the pump on the engine, the fuel line is disconnected from the carburetor and its end is lowered into a transparent vessel filled with gasoline. If a strong jet of fuel comes out of the fuel line when you press the manual priming lever, the pump is working. The release of air bubbles from the fuel line indicates air leakage (leakage) in the pipeline connections or the pump.

To detect malfunctions of the fuel pump, also without removing it from the engine, a model 527B device is used, consisting of a hose with tips and a pressure gauge. The hose is connected at one end to the carburetor, and at the other end to the fuel line going from the pump to the carburetor. After starting the engine, the pressure gauge is used to determine the pressure created by the pump at a low crankshaft speed. For engines 3M3-53-11 and ZIL-130, it should be 18 ... 30 kPa. Less pressure can be when the diaphragm spring is weakened, the pump valves are loose, and also when the fuel lines and the sump filter are clogged. To clarify the malfunction, the pressure drop is measured. If it exceeds 10 kPa within 30 seconds after the engine has stopped, then this is caused by a loose fit of the pump valves or the carburetor needle valve. Having connected the pressure gauge to the fuel line going to the carburetor, the engine is started and allowed to run on the fuel available in the carburetor float chamber until the fuel pressure is established at the previously measured level. If, even with such a connection of the pressure gauge, after stopping the engine, the pressure drop exceeds 10 kPa in 30 s, this indicates a leak in the pump valves.

To check the vacuum created by the pump, use a vacuum gauge, which is attached to the inlet fitting of the pump.

Turning the crankshaft of the engine with a starter, measure the vacuum, which for a serviceable pump should be 45 ... 50 kPa. A lower vacuum is due to a leaky exhaust valve, damage to the diaphragm or gasket.

Damage to the diaphragm is evidenced by the cessation of fuel supply and its leakage from the hole in the pump housing. If the manual priming lever moves freely when the fuel supply is reduced or completely stopped, this indicates a loss of elasticity of the diaphragm spring. Finally, if the considered fuel pump malfunctions and blockages in the power system are not found, but the fuel supply is insufficient, the dimensions of the pump drive lever should be compared with the new lever, since wear of the end of the lever is possible.

Carburetor malfunctions that make it difficult to start the engine are detected as follows. First of all, through the window (at the K-126B carburetor) or the control hole (at the K-88A carburetor), the fuel level in the float chamber is checked. Low fuel level may be due to misadjustment or sticking of the float. A sticking of the fuel supply valve in the closed position is detected by unscrewing the carburetor drain plug. If fuel flows out of the hole for a short time and then stops flowing out, this indicates this malfunction. If you suspect clogging of the jets, unscrew the plugs and blow the jets through the holes with compressed air using a tire pump. If, after purging the jets, the engine starts to work without interruption, then the reason for the decrease in fuel supply was clogging of the jets. The clogging of the carburetor strainer is detected by removing it from the carburetor and inspecting it.

Incomplete closing of the air damper is detected when the air filter is removed. Pulling the damper control knob to failure, observe its position.

The capacity of the jets can be checked with the NIIAT-362 device (Fig. 1). The amount of water flowing through the dosing orifice of the jet per

Rice. 1. Device NIIAT -362: 1 - jet holder; 2 and 7-tubes; 3 and 6 - cranes; 4-float chamber; 5-upper tank; 8 - thermometer; 9 - checked jet; 10 - measuring beaker; 11 - tray; 12 - lower tank min under the pressure of the water column (1000 ± 2) mm at a water temperature of 19 ... 21 ° C

The tightness of the float is checked by immersing it in water heated to 80 ° C and observing it for at least 30 s. Air bubbles will appear from a leaky float.

To check the accelerator pump, the carburetor is removed from the engine, the float chamber is filled with gasoline and a vessel is installed under the opening of the carburetor mixing chamber. By pressing on the accelerator pump rod, 10 full piston strokes are made.

The content of carbon monoxide (CO) in the exhaust gases is determined using gas analyzers of the ISONIIAT, NIIAT -641, GAI -1, OA-2Yu9, K456, Infralit-Abgaz, etc. models. mm from cut. The CO content is measured no earlier than 30 s after reaching a steady engine speed in two modes: at the minimum engine speed (numerator) and at a speed equal to 60% of the nominal (denominator). The norms for the volume fraction of CO in the exhaust gases are for production vehicles:

An increased CO content compared to these data at a minimum crankshaft speed indicates incorrect adjustment of the carburetor idle system, and at a higher speed - on. malfunction of the main dosing system or leakage of the economizer and accelerator pump valves.

When checking the operation of the foot and hand drives of the throttle and air dampers of the carburetor, the following parameters are controlled. The throttle control pedal should move without jamming and friction on the cabin floor and not reach the floor when the dampers are fully opened by 3 ... 5 mm. The gap between the clamp of the manual drive cable by the throttle valves and the bracket mounted on the rod should be equal to 2 ... 3 mm with the button fully extended. The gap between the end face of the manual control button, the air damper actuator and the cabin shield with a fully open damper should be 2 ... 3 mm.

Methods for troubleshooting the power supply system of a carburetor engine. If there is a fuel leak or air leakage in the engine connections, tighten the fasteners, and, if necessary, replace the gaskets.

Rice. 2. Checking the installation of the float and needle of the fuel supply valve in carburetors

When disassembling fine filters equipped with a fragile ceramic element, it is necessary to ensure its safety. When assembling the filters, the condition of the gaskets is monitored. Damaged gaskets are replaced. Clogged fuel lines are disconnected from the fuel pump and purged with a tire pump.

In a faulty fuel pump, a damaged diaphragm, a diaphragm spring that has lost its elasticity, or a worn drive lever are replaced. If the diaphragm disks are damaged on the way, the nut of their fastening is released and, having lubricated the disks with soap, install them so that the damage points do not coincide. If the valves are leaking, the pump is disassembled, the valves are washed in gasoline and installed in place. Worn valves are replaced.

To adjust the fuel level in the float chamber of the K-126B carburetor, remove the cover of the float chamber and set the float according to the caliber. The gauge sets the distance from the plane of the body connector and the cover of the float chamber to the top point of the float. The float is set in the required position by bending the tongue resting against the end of the valve needle. The float stopper is bent, achieving a gap between the end of the needle and the tongue in the range of 1.2 ... 16.5 mm.

To adjust the fuel level in the float chamber of the K-88A carburetor, the distance from the connector plane of the upper carburetor body to the end of the needle of the fuel supply valve is checked with a caliber. If the distance is out of range, change the number of gaskets between the valve body and the carburetor body. With an increase in the number of gaskets, the fuel level in the float chamber decreases. If adjustment in this way fails, you can carefully bend the float bracket.

When the fuel supply valve of the K-88A carburetor is stuck, it is ground to the seat, and if it is impossible to achieve tightness and normal operation, the valve is replaced. The fuel supply valve of the K-126B carburetor is locked not with a needle, but with an elastic plastic washer. If the valve is leaking, replace the washer.

The carburetor is adjusted to the minimum stable idle speed by a stop screw that limits the closing of the throttle valve, and screws that change the composition of the combustible mixture. When the screws are screwed in, the mixture is leaner, and when they are unscrewed, it is enriched. Before adjustment, check the serviceability of the ignition system, especially candles, and warm up the engine to a coolant temperature of 75 ... 95 ° C. Having stopped the engine, the screws are not tightly tightened to failure, and then each screw is unscrewed by 2.5 ... 3.0 turns. Start the engine and use the stop screw to set the throttle valve position at which the engine runs stably. Then, wrapping or unscrewing one of the screws with the throttle valves in the same position, they achieve the highest crankshaft speed. Do the same with the second screw. After adjusting the composition of the mixture, cover the throttle valves with the stop screw, reducing the crankshaft speed. The engine must run stably at idle at a crankshaft speed of 450 ... 500 rpm. To check the correctness of the adjustment, gently press the throttle actuator and release it sharply. If the engine stops, then the crankshaft speed should be slightly increased by turning the stop screw, and the stability of the engine should be checked again. Then, in turn, the tips of the ignition wires are removed from the cylinder candles fed by the right chamber of the carburetor, and from the cylinder candles fed by the left chamber. For both cases, measure the crankshaft speed with a tachometer. The difference in tachometer readings should not be more than 60 rpm.

Rice. 3. Carburetor idle system adjustment

In case of incomplete opening or closing of the throttle and air dampers, the foot drive of the throttle dampers is adjusted with a threaded fork and a rod, and the manual one with a clamp. The choke actuator is adjusted by changing the length of the cable between the control knob and the choke lever.

Maintenance of the power supply system of the carburetor engine. During EO, the tightness of the connections of the fuel lines and devices of the power system is checked, the fuel level is checked and, as necessary, the tank is filled with fuel. If the car operates in very dusty conditions, the air filter is washed with each or after several EOs.

During TO-1, they check the condition of the carburetor, air filter, corrugated pipe, fuel pump, fine filter, fuel tank and sump filter by inspection, paying attention to the tightness of their connections, the absence of deformations and cracks. Leakage of fuel from devices and connections is eliminated by tightening or replacing the elements of the connections.

During TO-2, in addition to the work of TO-1, the operation of the foot and manual drives of the throttle and air dampers of the carburetor is checked, the completeness of their closing and opening, and, if necessary, the drives are adjusted. Check and, if necessary, adjust the fuel level in the carburetor float chamber. Check the ease of starting and operation of the engine. If necessary, adjust the minimum idle speed. Check the operation of the maximum speed limiter of the crankshaft and the fuel pump. Check the fastening of the carburetor and fuel tank. Tighten connections if necessary. Rinse the filter element and change the oil in the air filter, wash the sediment filter and the fine filter.

With CO, the following work is additionally performed. Remove, disassemble and wash the carburetor and fuel pump. After assembly, they are checked on the instruments. Blow out with air - Fuel lines. The sediment is drained from the fuel tank, and in preparation for winter operation, it is washed. Check the CO content in the exhaust gases.

Malfunctions of the diesel engine power supply system. A decrease in fuel supply and a decrease in injection pressure are the main malfunctions of the diesel engine power system.

Signs of malfunctions are the impossibility of starting or difficult starting of the engine, a drop in power, smoking, knocking, unstable operation or its "spacing", i.e. when the engine is difficult to stop.

The reasons for a decrease in fuel supply, a decrease in injection pressure and the inability to start the engine as a result are clogging of the fuel lines, the intake in the fuel tank or the filter elements of the fuel filters, freezing of water or thickening of the fuel in the fuel lines, the presence of air in the fuel system, violation of the fuel injection advance angle, malfunctions low and high pressure fuel pumps.

A decrease in fuel supply and a decrease in injection pressure, leading to a drop in power, smoke and engine knocks, occur when: clogging of the exhaust system; malfunctions of the regulator lever drive (when the fuel supply pedal is fully pressed, the engine speed does not increase); the presence of air in the fuel system; violation of the fuel injection advance angle (knocking or smoking); water entering the fuel system (white smoke); excess fuel supplied to the cylinders (black or gray smoke); violation of the adjustment or clogging of the nozzles; wear of the plunger pair and nozzle spray holes; dirty air filter.

Uniformity. engine operation is disturbed due to the following reasons: the fastening is loose or the high-pressure pipe has burst, individual nozzles are not working satisfactorily, the uniformity of the fuel supply by the injection pump sections is disturbed, the speed controller is faulty. The engine starts to run "peddling" when the high pressure fuel pump rail is jammed, the spring of its drive lever is broken, when excess oil enters the combustion chamber due to wear of the cylinder-piston group.

Methods for identifying faults in the power supply system of a diesel engine. When troubleshooting the power system, it should be borne in mind that their symptoms are also characteristic of malfunctions of other systems and mechanisms. For example, the cause of a decrease in engine power may be a violation of the adjustment of clearances in the gas distribution mechanism.

In case of difficult starting of the engine, it is necessary first of all to check whether there is fuel in the tank, whether the valve of the suction fuel line is open, whether the oil is suitable for the given season.

After disconnecting the fuel lines, the fittings of injectors, fuel pumps, filters and fuel line openings must be protected from dirt by caps, plugs or wrapped with clean insulating tape. Before assembly, all parts must be thoroughly cleaned and washed in diesel fuel.

The pressure in the low pressure fuel supply system can be measured by the KI-4801 device. One of the tips of the device is connected to the delivery line of the booster pump in front of the fuel fine filter, the other - between the filter and the fuel pump. Before checking the pressure, air is removed from the system by opening the shut-off valve 6 and pumping the system with a manual fuel priming pump. The pressure is measured with the engine running. By setting the crankshaft speed to 2100 rpm (maximum fuel supply), and using a tap, the fuel pressure is determined from the pressure gauge before and after the fine fuel filter. The pressure before the filter should be 0.12 ... 0.15 MPa, and after the filter - at least 0.06 MPa. If the pressure in front of the filter, developed by the booster pump, is less than 0.08 MPa, the pump must be replaced. If the pressure behind the filter is less than 0.06 MPa, check the condition of the bypass valve. After stopping the engine, install the control valve in place of the working valve and, starting the engine, again measure the pressure behind the filter at maximum fuel supply. If the pressure has increased, the removed valve is adjusted or replaced. If the pressure remains the same, this indicates clogging of the fuel fine filter elements. If the pressures before and after the fine fuel filter are equal or small, disassemble it and check the condition of the seals in the filter elements.

To replace the KI-4801 device, the KI-13943 device was developed, which is distinguished by its simplicity of execution, smaller overall dimensions and weight, and more rational pressure detection technology. It may find wide application in the future.

If air enters the fuel system, check its tightness. To check the tightness of the system up to the fuel filter, unscrew the plug on the filter to communicate the internal cavity of the filter with the atmosphere and tighten all connections to the fuel filter. Having unscrewed the handle of the manual fuel priming pump, the fuel system is pumped until clean fuel without air admixture comes out of the fuel filter, after which the filter plug is wrapped. If after this check the engine power does not increase, check the fuel system from the fuel filter to the injection pump. After unscrewing the air bleed plug on the fuel pump and tightening all connections to the pump, pump the fuel system with a manual fuel priming pump until clean fuel without air bubbles comes out of the hole in the pump. After that, the plug in the pump is wrapped.

Rice. 3. Device KI-4801: 1 - pressure gauge; 2 - body; 3- three-way valve; 4 - hose; ‘5 - hollow bolt (fitting); 6 - valve; 7 - screw

The moment of the beginning of fuel injection by sections of the fuel pump can be determined using the momentoscope KI-4941. To do this, disconnect the high pressure fuel line from the checked section of the fuel pump. Having unscrewed the fitting from the head of the fuel pump, take out the pressure valve spring and install instead of it the technological spring included in the momentoscope kit. Having screwed the fitting into place, screw the union nut of the momentoscope onto it. After pumping the fuel system with a manual booster pump until air bubbles are completely removed, turn on the full fuel supply. Then manually scroll the crankshaft of the engine until the glass tube of the momentoscope is filled with fuel.

Squeezing the connecting tube, remove part of the fuel and, continuing to scroll the crankshaft, monitor the fuel level in the glass tube. The beginning of the increase in the fuel level in the tube is the point at which the fuel pump section begins to pump fuel. This moment should come 20° before E. m.t. At the moment of the start of injection of fuel by the first section, the marks on the injection advance clutch and the pump housing must match. If, in this case, the angle of rotation of the camshaft of the pump is taken as 0°, then the remaining sections must start supplying fuel in the following order: section No. 2 at 45°; section No. 8 at 90°; section No. 4 at 135°; section No. 3 at 180°; section No. 6 at 225°; section No. 5 at 270°; section No. 7 at 315°. The inaccuracy of the interval between the start of fuel injection by any section of the pump relative to the first section should be no more than ±30'.

Rice. 4. Installing the momentoscope on the fuel pump: 1 - glass tube; 2 - connecting tube; 3 - piece of high pressure tube; 4 - union nut; 5 - fitting

The injectors are checked for the quality of fuel atomization, tightness and pressure of the start of injection (lifting of the atomizer needle). To find faults, the injectors stop supplying fuel to the injector under test by loosening the union nut connecting the pump section fitting to the high pressure fuel line. If after that the crankshaft speed decreases, and the smoke does not change, then the injector being checked is working. If the rotational speed does not change, and the smoke decreases, the nozzle is faulty.

The nozzle can also be checked with a maximometer. With a fitting, the maximeter is attached to the fitting of the injection pump section, and the injector to be checked is connected to the fitting through a short fuel line. With a micrometer head, the required pressure for lifting the sprayer needle is set on the maximeter scale (for the ZIL-645 engine, this pressure is 18.5 MPa). Then loosen the union nuts of all high-pressure fuel lines and turn the engine crankshaft with a starter. If the moments of the beginning of fuel injection through the maximeter and the injectors coincide, the injector is in good order. If fuel injection through the injector starts earlier than through the maximeter, then the pressure of the beginning of the rise of the nozzle atomizer needle is lower than that of the maximeter, and vice versa.

Rice. 5. Maximometer

Rice. 6. Device KI-16301A for checking injectors and precision pairs of the fuel pump

To check the injectors and precision pairs of the fuel pump, the KI-16301A tool is used (Fig. 6). When checking injectors, the adapter is attached to the injector fitting. The drive handle 1 pumps fuel into the nozzle, making 30 ... 40 strokes per minute. The fuel injection start pressure is determined by the pressure gauge. The tightness of the nozzle is checked at a pressure of 0.1 ... 0.15 MPa less than the pressure at the beginning of the needle lift. Within 15 s, there should be no passage of fuel through the shut-off cone of the atomizer and the places of seals. It is allowed to moisten the nozzle of the sprayer without dripping.

To check the precision pairs of the fuel pump, the handle-reservoir of the device is connected to the high-pressure fuel line coming from the pump section being checked. With a full supply of fuel, the crankshaft of the engine is turned by the starter and the pressure created by the plunger pair of the fuel is determined from the pressure gauge.

pump. The tightness of the discharge valves is checked with the pump inoperative and the fuel supply turned on. Under a pressure of 0.15 ... 0.20 MPa, the valves must not pass fuel for 30 s. The condition of the air filter is determined by the clogging indicator (Fig. 7). The indicator is connected to the control hole on the intake manifold using a rubber tip. The degree of clogging of the air filter is determined when the engine is running at maximum idling speed. The indicator is turned on by pressing the cap, which opens the valve and connects the chamber to the inlet pipeline. The chamber communicates with the atmosphere, so the position of the piston relative to the viewing window of the housing characterizes the resistance of the air filter. The complete closing of the window by the piston occurs when the vacuum in the intake pipeline is more than 70 kPa and indicates the maximum clogging of the air filter.

Diesel engine troubleshooting. If the fuel lines and the intake in the fuel tank are clogged, they are washed and blown with compressed air. Clogged fuel filter elements are replaced. If water freezes in the fuel lines or the fuel tank intake screen, carefully heat the fuel pipes, filters and hot water tank. When the fuel thickens in the fuel lines, it is replaced with fuel corresponding to the season, and the fuel system is pumped.

Rice. 7. Air filter clogging indicator

To adjust the fuel injection advance angle, fuel supply by the injection pump sections, as well as when the rail is jammed and other malfunctions, the pump is removed from the car and sent to a workshop equipped with a special stand.

If water gets into the fuel system, the sediment is drained from the fuel filters and the fuel tank and washed.

Defective nozzles are removed from the engine, disassembled and cleaned of carbon deposits. To soften the soot, the sprayers are immersed in a bath of gasoline. The nozzles are cleaned with a wooden block impregnated with diesel oil, and the internal cavities are washed with filtered diesel fuel. Nozzle holes are cleaned with steel wire with a diameter of 0.40 mm. Do not use sharp and hard objects or sandpaper to clean the nozzles. Before assembly, the atomizer and needle are thoroughly washed in clean gasoline and lubricated with filtered diesel fuel. After that, the needle, extended from the atomizer body by 1/3 of the length of the guide surface, when the atomizer is tilted at an angle of 45 °, should completely fall under the action of its own weight. When assembling the nozzles, press the atomizer until it stops against the spacer, and then tighten the atomizer nut with a torque of 70 ... 80 N-m.

The assembled injector is installed on the KI-652 device and fuel is pumped into it with a lever when the pressure gauge cavity 6 of the device is turned on, for which the valve is first opened. At the moment of the start of fuel injection, the pressure of the start of lifting the needle of the atomizer is determined by the pressure gauge, which should be 18.5 MPa. If the pressure does not match the specified nozzle, adjust using shims or an adjusting screw (depending on the model of the nozzle). When adjusting with washers, unscrew the atomizer nut, having previously pressed the atomizer to the nozzle, and remove the atomizer, spacer and rod. With an increase in the thickness of the shims, the needle lifting pressure increases, with a decrease, it decreases. When adjusting with a screw, unscrew the nozzle spring nut and, turning the screw with a screwdriver, achieve the required pressure to start lifting the spray needle.

Rice. 8. Checking and adjusting the nozzle on the KI-652 device: 1 - lever; 2 - body; 3 - handwheel; 4 - distributor; 5 - shut-off valve; 6 - pressure gauge; 7 - fuel tank; 8 - screwdriver; 9 - test nozzle; Yu - protective transparent cap

The quality of sawing fuel is determined visually. To do this, turn off the cavity of the pressure gauge by closing the valve, and, pumping fuel with a lever with an intensity of 70 ... 80 swings per minute, observe the injected fuel jet. The atomization quality is considered satisfactory if the fuel is injected in a foggy state and is evenly distributed over the cross section of the resulting cone without noticeable droplets and jets.

If the air filter is dirty, remove the cover, unscrew the fastening screw and remove the filter element from the filter housing. If there is only gray dust on the cardboard, it is blown with a jet of compressed air directed at an angle to the surface of the filter element, at a pressure of not more than 0.3 MPa. Air pressure reduction is achieved by removing the filter element from the hose tip. If the cardboard is contaminated with soot, oil, fuel, the filter element is washed with a solution of detergent OP-7 or OP-Yu in water heated to 40 ... Then the element is rinsed in clean water and dried thoroughly. The concentration of the solution is 20 ... 25 g of the substance per 1 liter of water. Instead of these solutions, you can use a solution of the same concentration of washing powders "News", "Lotos", etc.

To service the first stage of the air filter, the dust suction line, the filter mounting bracket plate and the air collector are disconnected from it, the cover is removed, the mounting screw is unscrewed and the paper filter element is removed. The case with an inertial grating is washed in diesel fuel or in hot water, blown with compressed air and dried thoroughly. When assembling the air filter, the quality of the seal is controlled by the presence of a continuous imprint on the gasket. Gaskets that have tears are replaced.

Maintenance of the diesel engine power supply system. During EO, the devices of the power system are cleaned of dirt and dust, the fuel level in the tank is checked and, if necessary, the vehicle is refueled. The sludge from the fuel filter-sump is drained daily in the cold season, and in the warm season - with a periodicity that does not allow the formation of sludge in an amount of more than 0.10 ... 0.15 l.

During maintenance * 1- check the tightness of the connections of the fuel lines, power system devices and the rubber pipe of the air filter by inspection. Check the condition and operation of the engine stop drives and the drive for manual control of the fuel supply. If necessary, the drives are adjusted. The sludge is drained from the coarse and fine fuel filters, if necessary, the cap of the coarse fuel filter is washed, after which the engine is started and allowed to run for 3 ... 4 minutes to remove air pockets.

At TO-2, the serviceability and completeness of the operation of the fuel supply control mechanism are checked (with the pedal fully depressed, the injection pump rail control lever must rest against the restrictive bolt). The filter elements of the fine fuel filters are replaced, the coarse fuel filter is washed, the paper filter element of the second stage of the air filter is cleaned. Change the oil in the fuel injection advance clutch and in the injection pump.

With CO, in addition to the work of TO-2, the nozzles are removed and the needle lifting pressure is adjusted on the stand, the fuel injection advance angle is checked and, if necessary, adjusted using a momentoscope. Once every 2 years, the high-pressure fuel pump is removed, its performance is checked at the stand and, if necessary, adjusted. In preparation for winter operation, the fuel tanks are washed.

TO Category: - 1Domestic cars

Malfunctions in the power supply system of the carburetor engine

About 50% of engine malfunctions are caused by malfunctions in the engine power system. A faulty fuel system significantly affects the power and efficiency of the engine. In most cases, the result of power system failures is the depletion or enrichment of the combustible mixture and fuel consumption increases by about 10%. If the float chamber is overfilled, the combustible mixture is significantly enriched and fuel consumption increases up to 20%.

Malfunctions leading to a lean combustible mixture:

– Low fuel level in the float chamber,

– Stopping the fuel supply to the carburetor,

– Clogged carburetor fuel jets,

– Intake of foreign air in the connections of the inlet pipeline with the cylinder head,

– Leakage of extraneous air in the connections of the inlet pipeline with the carburetor.

To determine the cause, it is necessary to check whether fuel is supplied to the carburetor. To do this, disconnect the fuel line from the carburetor and turn the engine crankshaft with a starter (with the ignition off) or a handle. From the fuel line, after two revolutions of the crankshaft, a strong jet of fuel should be ejected. If the fuel supply is insufficient, it is necessary to check the presence of fuel in the tank and, if necessary, blow out the fuel lines with compressed air, check the condition of the fuel pump and clean the fuel filters.

After making sure that the diaphragm of the fuel pump is not damaged and flushing the dirty filters and valves (with fuel) and blowing with compressed air, assemble the pump. In the absence of fuel supply and after assembly, it is necessary to hand over the pump to the workshop.

If the fuel supply is normal, it is necessary to blow the jets of the float chamber with compressed air and adjust the fuel level in the chamber.

Check the connections between the carburetor and the intake manifold and the intake manifold to the cylinder head for leaks. The check is carried out visually. Loose connections give themselves away as soot and the presence of traces of moisture from the fuel.

Faults that cause enrichment of the combustible mixture:

– Clogged air jet holes,

– High fuel level in the float chamber,

– Enlargement of the calibrated holes of the fuel jets,

– Clogged carburetor air filter,

- Incomplete opening of the carburetor air damper,

– Leakage of the economizer valve,

– Accelerator pump valve leak.

Troubleshooting measures:

- Check the flow capacity of the jets,

– Check the fuel level in the float chamber,

– Check the tightness of the economizer valves,

– Check the tightness of the accelerator pump valves,

– Check the condition of the air filter,

– Check the operation of the air damper.

Eliminate the detected malfunctions yourself or in a technical service workshop.

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