OIL CONSUMPTION ZIL-130 ENGINE
On fig. 63 shows the dependence of the amount of oil flowing through the ZIL-130 engine on the clearance in the main bearings, built on averaged data. When changing the gap from 0.05 to 0.105 mm (tolerance for the manufacture of parts), the oil flow through the engine can increase by 2 times (from 4.5 to 9 l/min).
Limit clearance in main bearings worn engine ZIL-130 reaches 0.17-0.20 mm, and the oil consumption is 18-19 l / min at n = 1500 rpm and 33 - 36 l / min at n = 3000 rpm.
Increasing the clearances in the main and connecting rod bearings leads to an increase in the amount of oil pumped through the engine. On the first ZIL-130 engines, the lower main bearing shell did not have an oil distribution groove, and lubricant was supplied to the connecting rod bearing during one half turn crankshaft, therefore, an increase in the clearances in the connecting rod bearings led only to a slight increase in the amount of oil pumped through the line. So, with an increase in the average clearance in the connecting rod bearings from 0.040 to 0.080 mm, the amount of oil pumped increased by 25%.
Rice. 63.
With an increase in temperature, the amount of oil pumped through the engine bearings and the gaps between the pushers and their guides increases, due to a decrease in viscosity. The dependence of this amount of oil on its pressure in front of the bearings (after oil filters), crankshaft speed and kinematic viscosity oil can be represented by an empirical formula (in l/min)
For the new ZIL-130 engine, the constants, depending on
The initial gaps in the joints have the following values:
A \u003d 9.3 - 9.7; B \u003d 0.9-1.8; C = 0.5; D = 0.13--0.14.
As already noted, in order to increase the bearing capacity of the most loaded lower main bearing shells, the latter on the first ZIL-130 engines did not have an oil distribution groove. With this design, due to the large relative width of the liner, the thickness of the oil film in the bearing increases and, as a result, the losses in
friction and lower bearing and shaft temperatures. These undeniable advantages long-term operation engines disappear. A certain amount of contaminants enter the bearings along with the oil, which circulate in the annular oil groove of the main bearing until they are ejected through the liner joint areas (so-called coolers) or through unloaded areas of the bearing in which the clearance is greater. If the lower bearing does not have an oil distribution groove, then particles of dirt from the groove of the upper bearing are drawn into the gap between the crankshaft and the lower bearing, as a result of which marks and scratches appear on the shaft journal. On the lower bearing, in the area corresponding to the oil distribution groove on the upper bearing, dirt particles cut through the groove. Already after a car run of 30-40 thousand km, the depth of this groove reaches 0.1-0.2 mm, and the bearing capacity of the liner decreases markedly.
IN normal conditions operation of the vehicle and engine, the described lubrication system worked reliably. However, in some specific conditions, for example, with a sharp increase in the crankshaft speed to 3500-4500 rpm and cold oil in the crankcase, and especially when the oil receiver mesh was clogged with deposits, there were isolated cases of scuffing or turning connecting rod bearings. When carrying out experiments with liners with an antifriction layer made of high-tin aluminum, these phenomena are especially noticeable.
For bushings of this type, experiments were carried out with a continuous supply of lubricant to the connecting rod bearings.
Continuous oil supply was carried out according to two schemes. In scheme B, an oil distribution groove was made in the lower shell of the main bearings, similar to the groove in the upper shell. In scheme A, the lower bearing did not have a groove, but an additional hole was made in the main journal, which made it possible to carry out a continuous supply of lubricant to the connecting rod from the oil distribution groove of the upper bearing. The application of a continuous supply of lubrication to the connecting rod bearings has greatly increased oil quantity pumped through them. This amount of oil has almost doubled. The following is the amount of oil pumped through the engine (in l/min) at various schemes lubricant supply (in the numerator - at an oil pressure of 2.0-2.2 kgf / cm2, in the denominator - at 2.9-
3.1 kgf/cm2):
Scheme A. ..........9-11/12-14
Scheme B ..... 11-13 / 15-17
Serial diagram ........4-6/7-9
Since scheme A differs from the serial one only in the presence of an additional hole in the main journal, it can be concluded that the amount of pumped oil increases only
due to oil consumption through connecting rod bearings. With a continuous supply of grease to the connecting rod bearings oil temperature coming out of these bearings is reduced. At 3200 rpm and fully open throttle the oil temperature in the ZIL-130 engine decreases by more than 25 ° C.
With a continuous supply of lubrication according to scheme B, even more scratches and scratches are formed on the lower shells of the main bearings than with the serial scheme, due to the fact that centrifugal forces, acting in the channel of the main neck, discard the contaminants to the lower liner, where the contaminants drawn in from the oil distribution groove of the upper liner accumulate.
Long-term performance tests of ZIL-130 engines with continuous lubrication supply to the connecting rod bearings using an oil distribution groove on the lower main bearing showed that the wear of the crankshaft bearings and journals does not increase. Currently, all ZIL-130 engines have main bearings with an oil distribution groove on both liners.
Oil consumption (waste) in the ZIL-130 engine consists of oil consumption through gaps cylinder-piston group and gaps between the guide bushings and the intake and exhaust valve stems. The loss of oil in a run-in ZIL-130 engine with cast-iron oil scraper rings is 0.19-0.23 kg / h. In this case, the oil consumption through the gaps between the rods and valve guides is 0.06-0.07 kg/h, or 25-37% of the total oil consumption. As the engine wears out, oil consumption increases. After the engine has been running for 1000 hours, the total oil consumption increases to 0.44-0.46 kg/h, and the oil consumption through the gaps of the bushings - up to 0.16-0.19 kg/h. To reduce oil consumption through these gaps, protective rubber caps are put on the valve stems. In addition, on upper end guide bush inlet valve the hole for the rod is made with a sharp edge. Both of these design measures make it possible to reduce oil consumption through the gaps between the valve guides and valve stems by 35-40%.
The loss of oil in the ZIL-130 engine largely depends on the design of the oil scraper rings. Based on the data of comparative tests of cast-iron and steel lamellar chrome-plated oil scraper rings with axial and tangential expanders, it was found that the latter copy the irregularities of the inner working surface of the cylinder much better and regulate the thickness of the oil film, as well as significantly reduce oil consumption.
Engine tests carried out on five ZIL-130 vehicles showed that with cast-iron oil scraper rings
Engine ZIL 130
Short description
The ZIL 130 (508) engine was installed on trucks ZIL-130 and ZIL-131. The design of the ZIL 130 engine had much in common with the ZIL-111 engine, but in general, the engine models had a low degree of unification. The engine has been reduced to 6 liters, a two-chamber carburetor is installed and equipped with a speed limiter. Seven-liter engines are called ZIL-375 and are used on trucks of the Ural Automobile Plant. The increase in volume was achieved by increasing the radius of the cylinders to 108 mm, the piston stroke of 95 mm was maintained.
Characteristics of the ZIL 130 engine
design
Four-stroke eight-cylinder gasoline with a carburetor fuel supply system, V-shaped (two-row) arrangement of cylinders and pistons (the angle between the cylinder banks is .90 °), rotating one common crankshaft, with the bottom position of one camshaft. The engine has a closed fluid system cooling with forced circulation. The lubrication system is combined: under pressure and spray.
Cylindrical block
The ZIL 130 cylinder block is cast iron, with a water jacket and wet sleeves. To increase the rigidity of the water jacket, it is divided into partitions into closed power circuits. Cylindrical liners are cast from SCH18-36 cast iron with a ferrite content limited to 5%. A 50 mm insert of corrosion-resistant austenitic cast iron is inserted into the upper part of the liner (this ensures the service life of the sleeves up to 200 thousand km). Sleeve thickness is 7.5mm, sleeve height. 188.5 mm. Camshaft installed in the cylinder block.
crankshaft
Crankshaft ZIL 130 (steel 45), forged, four-wheeled, with five bearings. Connecting rod and crank pin hardened. The crankshaft is made on a transverse pattern for better engine balancing.
ZIL 131 Oil change TO. Centrifuges
First change oils after the purchase ZIL 131. Fixing a Leak oils, carry out maintenance, replace the gasket and repair kit.
ZIL 130 series 1 Oleg Boginsky and MPG Extra, oil additive
You can buy MPG BOOST and all FFI products from the Rybnitsa car market boutique 33 My skype batirov1 .
Weight was ZIL 130. 53.75 kg, with flywheel. 77.917 kg, with clutch and pulley. 102.62 kg.
connecting rod
The ZIL 130 cranks are made from 40P steel. At the top is a bronze bushing.
Piston
The pistons are cast from aluminum alloy and plated with tin to speed up the addition of the piston to the cylinder. The axis of the piston pin is offset by 1.6 mm from the piston axis.
Piston pins. steel, floating, hollow. Outside diameter finger is 28mm inner diameter. 19 mm. The length of the piston pin is 82 mm.
Cylinder cover
The cylinder head ZIL 130 is cast from aluminum alloy AL4. The combustion chamber. oval wedge option for high impact resistance. The inlet ports are doubled to create channels in the inlet pipe that are identical in shape and length. The head has 17 holes for fastening to the cylinder block, 4 bolts pass through the axis of the brackets.
Inlet and outlet valves
The exhaust valve is made of EI992 steel, hollow, 1.85g of sodium metal is located in the cavity of the cavity, the working section of the valve stem is chrome plated. The inlet valve is made of EI107 steel. The intake valve plate diameter is 50.5mm, the exhaust port diameter. 41 mm. The valve stem diameter is 11mm and the length of both valves is 140mm.
service
Changing engine oil in a ZIL-130 engine to produce in the range from 6000 to 10000 km, depending on the operating conditions. Oil volume in engine ZIL-130 is 9 liters. What kind of oil to pour? For engines it was recommended to use engine oils throughout the season down to minus 30 ° C. oil M-6/10 V (DV-ASZp-SE) and M-8V at temperatures below .30 ° C ASZp-6 (M-4 / 6V,). According to the SAE classification, semi-synthetic motor oils SAE 10W-40 can be used all year round. In areas with temperatures below .25°C it is possible to pour synthetic SAE 5W-40, 0W-30. In hot climates it is also allowed to use mineral oil 15W-40.
Engine cooling system ZIL-130 car contains 28 liters of coolant. After 40,000.50,000 km it is recommended to flush the cooling system.
Spark plug. A-11 or A-11B. The gap between the electrodes in summer period is 0.8. 0.95 mm, in winter it is recommended to reduce the gap to 0.6-0.7 mm.
Onboard tractors (ZIL-431510 - long-wheelbase; dimensions in brackets on the diagram) are produced by the Moscow car factory named after Likhachev since 1986. They are modernized cars of the ZIL-130 family, produced since 1962. Since 1977, the ZIL-130-76 car was produced, and since 1980 - ZIL-130-80. The body is a wooden platform with metal transverse bars of the base, with folding rear and side boards. Installation of extension boards and an awning with a framework is provided. On ZIL-431510, the side board consists of two parts. Cabin - triple, located behind the engine. The driver's seat is adjustable in length, height and backrest.
Car modifications:
ZIL-431411 and ZIL-431511- execution "ХЛ" for cold climate (up to minus 60°С);ZIL-431416 and ZIL-431516- for export to countries with temperate climate;
ZIL-431417 and ZIL-431517- for export to countries with a tropical climate;
ZIL-431917 and ZIL-432317- with screened electrical equipment for export to countries with a temperate and tropical climate;
ZIL-431610 and ZIL-431710 - LPG vehicles operating on compressed natural gas and on gasoline;
ZIL-431810- LPG vehicles running on liquefied gas (based on 431410).
In addition, car chassis are produced:
ZIL-431412- chassis ZIL-43 1410;ZIL-495710- chassis of an agricultural dump truck;
ZIL-431512- chassis ZIL-431510;
ZIL-495810- construction dump truck chassis.
Engine.
Maud. ZIL-508.10, petrol, V-arr. (900), 8-cyl., 100x95mm, 6.0L, compression ratio 7.1, operating order 1-5-4-2-6-3-7-8, power 110 kW (150 hp) ) at 3200 rpm, torque 402 Nm (41 kgf-m), fuel pump B10 - diaphragm, K-90 carburetor with forced economizer idle move or K-96, K-88AT, K-88AM, air filter- inertial oil VM-16 or VM-21.Transmission.
The clutch is single-disk, with peripheral pressure springs, the shutdown drive is mechanical. Gearbox - 5-speed. with synchronizers in II, III, IV and V gears, transmitted. numbers: I-7.44; II-4.10; III-2.29; IV-1.47; V-1.00; ZX-7.09. Cardan transmission - two consecutive shafts with an intermediate support. Main gear - single hypoid, transmitted. number 6.33. A drive axle with a double bevel-cylindrical final drive with gears can be installed. number 6.32.Wheels and tires.
Wheels - disc, rim 7.0-20, mounted on 8 studs. Tires 9.00R20 (260R508) mod. I-N142B-1 or 0-40BM-1, It is allowed to install tires mod. I-252B or VI-244. Air pressure, kgf/cm square: ZIL-431410 - tires I-N142B-1 and O-40BM-1 - front - 4.0, rear - 6.3; tires I-252B and VI-244 - front - 3.0, rear - 5.8; ZIL-431510 - tires I-N142B-1 and O-40BM-1 - front - 4.5, rear - 5.3; tires I-252B and VI-244 - front - 3.5, rear - 5.8. The number of ears is 6+1.Suspension.
Front - on two semi-elliptical springs with rear sliding ends and shock absorbers; rear - on two main and two additional semi-elliptical springs, the ends of the additional springs and the rear ends of the main springs are sliding.Brakes.
working brake system- with drum mechanisms (diameter 420 mm, width of the front lining 70, rear - 140 mm, cam open) with a double-circuit pneumatic drive, with a brake force regulator. Brake chambers: front - type 16, rear - type 24/24 with spring energy accumulators. Parking brake - on brakes rear wheels from spring energy accumulators, the drive is pneumatic. Spare brake system - combined with parking. Trailer brake drive - combined (two- and single-wire). On request, vehicles can be equipped with a brake drive without separation along the axes and a single-wire drive for trailer brakes (ZIL-130-80 car brakes). There is an alcohol fuse against freezing of condensate.Steering.
The steering gear is a screw with a ball nut on circulating balls and a piston-rail meshing with the gear sector of the bipod shaft, the hydraulic booster is built-in, transmitted, number 20, the oil pressure in the booster is 65-75 kgf / cm. sq.Electrical equipment.
Voltage 12 V, acc. battery 6ST-90EM, generator 32.3701 with voltage regulator 201.3702, starter ST230-K1, ignition distributor 46.3706 with centrifugal and vacuum regulators, ignition coil B114-B, transistor switch TK102-A, spark plugs A11. Can be installed on some vehicles contactless system ignition. Fuel tank - 170l, gasoline A-76;cooling system - 26l, water or antifreeze - A40, A65;
engine lubrication system - 8.5 l, all-season up to minus 30°C oil M-6/10V (DV-ASZp-10V) and M-8V, at temperatures below minus 30°C - oil ASZp-6 (M-4/ 6B);
power steering - 2.75 l, all-weather grade P oil;
gearbox - 5.1 l, all-weather oil TSp-15K, substitute - oil TAP-15V, at temperatures below minus 30 ° C oil TSp-10;
hypoid crankcase main gear- 10.5 l, oil for hypoid gears all-weather TSp-14 gyp, at temperatures below minus 30°C oil TSz-9gyp;
two-stage final drive housing - 4.5 l, gearbox oil;
shock absorbers - 2x0.41 l, liquid AZh-12T;
washer reservoir windshield- 2.7 l, liquid NIISS-4 mixed with water;
fuse against freezing of condensate - 0.2 l, ethyl alcohol.
Masses of ZIL-431410 car units (in kg)
Power unit assembly - 640;engine - 500;
gearbox (without brake mechanism parking brake) - 98;
cooling system radiator - 20;
cardan shaft - 36;
rear axle assembly with brake mechanisms - 477;
front axle assembly with brake mechanisms - 243;
springs: front - 37; back - 70;
additional - 25;
wheel with tire - 93;
frame with buffer and towing device - 430;
cabin - 280;
plumage (facing with wings and mudguards, hood) - 70;
platform - 580.
SPECIFICATIONS
| ZIL-431410 | ZIL-431510 | |
|---|---|---|
| Load capacity, kg | 6000 | 6000 |
| Curb weight, kg | 4175 | 4550 |
| Including: | ||
| to the front axle | 2005 | 2140 |
| on rear axle | 2170 | 2410 |
| Gross weight, kg | 10400 | 10775 |
| Including: | ||
| to the front axle | 2510 | 2845 |
| on the rear axle | 7890 | 7930 |
| Gross trailer weight, kg | 80001 | 80001 |
| Max. vehicle speed, km/h | 90 | 90 |
| The same, road trains | 80 | 80 |
| Vehicle acceleration time up to 60 km/h, s | 37 | 37 |
| Max. the overcome rise by the car, % | 31 | 31 |
| Same, road train | 16 | 16 |
| Vehicle run-out from 50 km/h, m | 750 | 750 |
| Stopping distance of a car from 50 km/h, m | 25 | 25 |
| The same, road trains | 26,5 | 26,5 |
| Control fuel consumption, l / 100 km, car: | ||
| at 60 km/h | 25,8 | 25,8 |
| at 80 km/h | 32,2 | 32,2 |
| The same, road trains: | ||
| at 60 km/h | 33 | 33 |
| at 80 km/h | 43 | 43 |
| Turning radius, m: | ||
| on the outer wheel | 8,3 | 9,5 |
| overall | 8,9 | 10,1 |
Engine ZIL 130
Short description
The ZIL 130 (508) engine was installed on trucks ZIL-130 and ZIL-131. The design of the ZIL 130 motor had a lot common features with the engine of the representative model ZIL-111, but in general, the engine models had a small degree of unification. The engine was reduced in volume to 6 liters, a two-chamber carburetor was installed and equipped with a speed limiter. Seven-liter engines are called ZIL-375 and are used on trucks of the Ural Auto Plant. The increase in volume was achieved by increasing the radius of the cylinders to 108 mm, while the piston stroke of 95 mm was preserved.
Characteristics of the ZIL 130 engine
Design
Four-stroke eight-cylinder petrol carburetor system fuel supply, V-shaped (with a two-row arrangement) arrangement of cylinders and pistons (the angle between the rows of cylinders is - 90 °), twisting one common crankshaft, with a lower location of the 1st camshaft. The engine has a liquid cooling system closed type with forced circulation. Combined lubrication system: under pressure and spray.
Cylinder block
The cylinder block ZIL 130 is cast iron, with a bearing water jacket and plug-in wet sleeves. To increase the rigidity, the aqua shirt is divided by partitions into closed power circuits. Cylinder liners are cast from SCH18-36 cast iron with a ferrite content limited to 5%. A 50 mm insert made of corrosion-resistant austenitic cast iron is pressed into the upper part of the sleeve (this provides a sleeve resource of up to 200 thousand km). The thickness of the sleeve is 7.5 mm, the height of the sleeve is 188.5 mm. The camshaft is installed in the cylinder block.
ZIL 131 Oil change TO. Centrifuges
1st change oils after the purchase ZIL 131. Eliminate the leak oils, carry out maintenance, replace the gasket and repair kit.
ZIL 130 series 1 Oleg Boginsky and MPG Extra, additive to oil
You can buy MPG BOOST and all FFI products from the Rybnitsa car market boutique 33 My skype batirov1 .
Crankshaft ZIL 130 metal (steel 45), forged, four-legged, five-bearing. Connecting rod and main necks are hardened. The crankshaft is made according to a cruciform pattern for the best balancing of the motor.
The weight of the ZIL 130 was 53.75 kg, with the flywheel - 77.917 kg, with the clutch and pulley - 102.62 kg.
connecting rod
ZIL 130 connecting rods are made of 40R steel. The top head has a bronze bushing.
Piston
Pistons cast from aluminum alloy and coated with tin, to speed up the running-in of the piston skirt to the cylinder. The axis of the piston pin is offset by 1.6 mm from the piston axis.
Piston pins iron, floating, hollow. The outer diameter of the finger is 28 mm, the inner diameter is 19 mm. The length of the piston pin is 82 mm.
The cylinder head ZIL 130 is cast from aluminum alloy AL4. The combustion chamber is oval-wedge-shaped, which provides the highest anti-knock resistance. The inlet channels are doubled, this makes it possible to make channels in the intake pipe that are similar in shape and length. The head has 17 bolt holes for attaching it to the cylinder block, 4 bolts pass through the axis of the rocker arms.
Inlet and outlet valves
The exhaust valve is made of steel EI992, hollow, 1.85 g of iron sodium is located in the inside of the cavity, the working section of the valve stem is covered with a bow. The inlet valve is made of steel EI107. The diameter of the inlet valve plate is 50.5 mm, the exhaust valve is 41 mm. The diameter of the valve stem is 11 mm, and the length of both is 140 mm.
Service
Replacement of engine oil in the ZIL-130 engine create with an interval of 6000 - 10000 km, depending on the operating criteria. The volume of oil in the ZIL-130 engine is 9 liters. What kind of oil to pour? For engines, it was recommended to use motor oils all seasons up to minus 30 ° C - oils M-6 / 10V (DV-ASZp-YuV) and M-8V, at temperatures below minus 30 ° C oil ASZp-6 (M-4/6V,). According to SAE systematization, semi-synthetic motor oils can be used all year round. SAE oils 10W-40. In regions with temperatures below -25 ° C, synthetics SAE 5W-40, 0W-30 can be poured. It is also allowed to use 15W-40 mineral oil in hot climates.
Engine cooling system car ZIL-130 holds 28 liters. cooling water. Once every 40,000 - 50,000 km, it is recommended to flush the cooling system.
Spark plug- A-11 or A-11B. The size of the gap between the electrodes in the summer is 0.8 - 0.95 mm, in winter period it is recommended to reduce the gap to 0.6-0.7 mm.
1 - radiator;
2 - compressor;
3 - water pump;
4 - thermostat;
5 - heater tap;
6 - inlet tube;
7 - outlet tube;
8 - heater radiator;
9 - sensor of the water temperature indicator in the engine cooling system;
10 - drain cock of the cylinder block jacket (in the "Open" position);
11 - drain.
Oil is supplied under pressure to the main and connecting rod bearings of the crankshaft, camshaft bearings, bearings of the intermediate shaft of the breaker-distributor of the ignition system and oil pump and pushers. A pulsating oil supply is provided to the rocker bushings. Oil is supplied to the rest of the rubbing parts of the engine by gravity and splashing.
From the oil pan, oil is sucked through the receiver 18 into a two-section gear oil pump 3, fixed outside with right side crankcase. The pump is driven by a camshaft through an intermediate shaft. The upper section of the pump supplies oil to the engine lubrication system, the lower section to oil radiator.
Oil under pressure enters through a channel in the rear baffle of the block into the oil filter housing, where it all passes through the slotted plate filter 5 coarse cleaning, of which part oil is coming into the centrifugal filter 6 fine cleaning(centrifuge), from where it merges into the oil pan.
The main oil flow from the coarse filter enters the distribution chamber 7 located in the rear bulkhead of the block, and from it into two longitudinal main channels 10 and 17, from which it is supplied to the crankshaft main bearings and then to the camshaft bearings. through channels in crankshaft oil flows to the connecting rod bearings.
A special hole is provided in the connecting rod, through which, at the moment it coincides with the channel in the crankshaft journal, a jet of oil is thrown onto the cylinder wall. Oil skimmed from the cylinder wall oil scraper ring, is retracted into the piston and lubricates piston pin, rotating in the piston bosses and in the upper head of the connecting rod.
From the front end of the channel 17, oil is supplied through the tube 11 to the lubrication channels 12 of the compressor. When the holes in the middle camshaft journal coincide with the holes in the cylinder block (once per revolution of the camshaft), oil is supplied to the channels of each cylinder head. From the channel, through the groove on the supporting surface of the rocker arm rack and the gap between the walls of the hole in the rack and the bolt passing through it, oil enters the hollow axis of the rocker arms, from where through the holes in the axle wall to the rocker bushings.
From the gap between the axis of the rocker arms through channel 8 of the short arm of the rocker arm, oil is supplied to the spherical bearings of the rods, as well as to lubricate the valves and their rotation mechanisms, to which the oil flows by gravity. The timing gears are lubricated by gravity through channels from the cylinder head.
Filters for coarse and fine cleaning of engine oil ZIL-130 are located in a common housing.
The lamellar slotted coarse filter captures mechanical impurities larger than 0.1 mm.
A movable axle with two types of thin steel plates fixed on it is installed in the housing cover: filter round and intermediate in the form of stars. When assembling between the filter plates due to the stars, gaps of 0.07 - 0.10 mm are created, which include the plates mounted on a fixed rack. The oil moving through the filter passes between the plates; while it is cleared of mechanical impurities with particle sizes exceeding the size of the gaps.
Fine filter- centrifugal with jet drive (centrifuge). The centrifuge body rotates due to the reactive force of the tangentially (tangentially) directed jets of oil flowing out of it through two jets. At an oil pressure of about 0.3 MN / m 2 (3 kgf / cm 2), the centrifuge body, together with the oil in it, rotates at a frequency of 5000 - 6000 rpm.
Under the action of inertia, mechanical particles in the oil are thrown to the body wall, where they are deposited, forming a dense deposit. From the oil filter housing, the purified oil is drained into the engine crankcase.
An oil cooler, connected in parallel to the lubrication system, is installed in front of the cooling system radiator and serves to cool the oil. The radiator consists of two tanks connected by several rows of horizontal tubes passing through metal ribs, which increase the rigidity and heat transfer area of the radiator.
The oil cooler is turned on with a tap when the engine is running in difficult conditions (heat outside air, bad road or high speed movements).
The restrictive valve installed in front of the radiator blocks the way for oil to the radiator at a pressure in the system below 0.1 MN / m 2 (1 kgf / cm 2).
The oil pump, under the worst operating conditions, provides required pressure in system. When the oil is not warmed up, the pressure may exceed the permissible value, therefore, pressure reducing valves are installed in the lubrication system.
The pressure reducing valve of the upper section of the oil pump of the ZIL-130 engine is adjusted to a pressure of 0.3 MN / m 2 (3 kgf / cm 2), above which it bypasses part of the oil from the discharge cavity of the oil pump to the suction one, the pressure reducing valve of the lower section - to a pressure of 0 .12 MN / m 2 (1.2 kgf / cm 2).
The operation of the lubrication system is controlled according to the readings of the pressure gauge attached to the oil filter housing. Normal oil pressure for a warm ZIL-130 engine when operating at medium speed is 0.25 - 0.30 MN / m 2 (2.5 - 3.0 kgf / cm 2).
For ZIL-130 engines recent years the lubrication system differs from that described by the absence of a coarse oil filter.
The 3M3-53 engine lubrication system is shown in the figure. The two-section gear oil pump 8 is externally attached to the upper part of the engine crankcase on the left side and is driven together with the ignition breaker-distributor shaft from the engine camshaft.
1 - centrifugal oil filter;
2 — safety valve;
3 - oil cooler tap;
4 - oil cooler;
5 and 7 - pressure reducing valves;
6 - oil receiver;
8 - oil pump.
The upper section of the oil pump pumps oil into a horizontal oil line located longitudinally in the upper part of the crankcase on the right side.
From the lower section of the pump, the oil flows through the channels in the crankcase and the external oil pipeline into a single jet-driven centrifugal filter 1 (centrifuge), from where it drains into the crankcase sump, while lubricating the timing gears.
The main and connecting rod bearings of the crankshaft, the camshaft bearings and the rocker arm axle are lubricated from the oil line under pressure. Spray lubricates the cylinder mirror, bushings of the upper heads of the connecting rods, valve stems, pushers and camshaft cams.
The drive and gears of the breaker-distributor are lubricated with oil coming from the cavity located between the fifth camshaft journal and the cylinder block plug.
