The oil line of the ZMZ 406 engine. We independently regulate the oil pressure in the ZMZ engines. Checking the emergency oil pressure sensor

The ZMZ-406 engine uses a combined lubrication system: by spraying and pressure.

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

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

The lubrication system includes: oil sump, oil pump with intake pipe and pressure reducing valve, oil pump drive, oil channels in the cylinder block, cylinder head and crankshaft, full flow oil filter, oil dipstick, thermal valve, oil filler cap, oil drain plug, emergency oil pressure switch and oil cooler.

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

At an oil pressure of 4.6 kgf / cm2 there is an opening pressure reducing valve 3 oil pump and bypassing the oil back to the suction area of the pump, thereby reducing pressure build-up in the lubrication system.

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

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

through fitting 9. The temperature of the full opening of the thermal valve channel is 104-114 ° С. The cooled oil from the radiator returns to the oil sump through hole 22. After the thermal valve, the oil enters the full-flow oil filter 6.

The purified oil from the filter enters the central oil line 5 of the cylinder block, from where it is supplied through channels 18 to the main bearings crankshaft, through channels 8 - to the intermediate shaft bearings, through channel 7 - to the upper bearing of the oil pump drive roller and is also supplied to the hydraulic tensioner of the lower camshaft drive chain.

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

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

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

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

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

Escaping from the gaps and flowing into the oil sump at the front of the cylinder head, oil enters the chains, tensioner levers and camshaft drive sprockets.

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

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

Oil cleaning is carried out by a mesh installed on the oil pump intake port, by filter elements of a full-flow oil filter, as well as by centrifugation in the crankshaft channels.

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

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

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

The centering of the drive shaft of the pump is carried out due to the fit of the cylindrical protrusion of the pump housing in the bore of the cylinder block.

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

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

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

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

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

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

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

internal hex hole. A hexagonal shaft 9 is inserted into the hole of the bushing, the lower end of which enters the hexagonal hole of the oil pump shaft.

From above, the oil pump drive is closed with a cover 4, fixed through a gasket 5 with four bolts. The driven gear during rotation of the upper end surface is pressed against the drive cover.

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

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

The driving and driven helical gears are made of ductile iron and nitrided for improved wear resistance. The hexagonal shaft is made of alloy steel and carbon nitrided. drive roller

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

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

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

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

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

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

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

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

The anti-drainage valve 6 prevents oil from flowing out of the filter when the car is parked and the subsequent "oil starvation" at start-up.

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

The oil filter must be replaced at TO-1 (every 10,000 km) simultaneously with the oil change.

WARNING

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

Thermal valve is designed to automatically control the oil supply to the oil cooler depending on the temperature of the oil and its

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

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

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

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

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

Oil radiatorIt is an aluminum tube coil and serves for additional oil cooling. The oil cooler is connected to the engine oil line by a rubber hose through a thermal valve that operates automatically. Oil from the radiator is drained through a hose into the oil sump.

The lubrication system is combined, with oil supply to the rubbing surfaces under pressure and splashing and automatic oil temperature control with a thermal valve. Hydraulic valve lifters and chain tensioners are lubricated and operate under oil pressure.

The lubrication system includes: oil sump, oil pump with suction pipe and pressure reducing valve, oil pump drive, oil passages in the cylinder block, cylinder head and crankshaft, full-flow oil filter, oil dip stick, thermal valve, oil filler cap, oil drain plug and oil pressure sensors.

Oil circulation occurs as follows.

Pump 1 sucks oil from crankcase 2 and brings it through the channel of the cylinder block to thermal valve 4.

At an oil pressure of 4.6 kgf / cm 2, the pressure reducing valve 3 of the oil pump opens and the oil is bypassed back into the suction zone of the pump, thereby reducing the pressure increase in the lubrication system.

The maximum oil pressure in the lubrication system is 6.0 kgf / cm 2.

At an oil pressure above 0.7 ... 0.9 kgf / cm 2 and a temperature above plus 81 + 2 ° C, the thermal valve begins to open the passage for the oil flow to the radiator, which is discharged through fitting 9.

The temperature of the full opening of the thermal valve channel is plus 109 + 5 ° С. The cooled oil from the radiator returns to the oil sump through hole 22. After the thermal valve, the oil enters the full-flow oil filter 6.

The purified oil from the filter enters the central oil line 4 of the cylinder block, from where it is supplied through channels 18 to the crankshaft main bearings, through channels 8 to the intermediate shaft bearings, through channel 7 to the upper bearing of the oil pump drive shaft and is also supplied to the hydraulic tensioner of the lower camshaft drive chains.

To cool the piston, oil is sprayed through the hole in the upper head of the connecting rod onto the piston crown.

The oil pump drive gears are lubricated by a jet of oil sprayed through a hole in the central oil line.

Escaping from the gaps and flowing into the oil sump at the front of the cylinder head, oil enters the chains, tensioner levers and camshaft drive sprockets.

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

Oil is poured into the engine through the oil filler pipe of the valve cover, closed by cover 13 with a sealing rubber gasket.

The oil level is controlled by the marks printed on the oil level indicator 21: the upper level - “MAX” and the lower one - “MIN”.

The oil is drained through an opening in the oil crankcase, closed by a drain plug 23 with a sealing gasket.

Oil cleaning is carried out by a mesh installed on the oil pump intake port, by filter elements of a full-flow oil filter, as well as by centrifugation in the crankshaft channels.

Oil pressure control is carried out by an emergency oil pressure indicator (control lamp on the instrument panel), the sensor 16 of which is installed in the cylinder head.

The emergency oil pressure indicator lights up when the oil pressure drops below 40.. .80 kPa (0.4.. .0.8 kgf / cm 2).

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

The drive gear 1 is fixedly fixed on the shaft 3 with a pin, and the driven gear 5 rotates freely on the axis 4 pressed into the pump housing 2.

At the upper end of roller 3, a hexagonal hole is made, into which the hexagonal shaft of the oil pump drive enters.

The centering of the drive shaft of the pump is carried out due to the fit of the cylindrical protrusion of the pump housing in the bore of the cylinder block.

The pump body is cast from an aluminum alloy, the baffle 6 and gears are made of cermet.

A suction pipe 7 cast from aluminum alloy with a grid, in which a pressure reducing valve is installed, is attached to the body with three screws.

Any engine internal combustion lubrication of rubbing parts is necessary, and the engines of the ZMZ family are no exception in this regard. Without constant lubrication, such an engine will work for a maximum of an hour, after which it will simply jam. Its cylinders and valves will be seriously damaged, and it will be extremely difficult to repair such a breakdown. Therefore, the oil pressure in the ZMZ engine is the most important indicator that the car owner must carefully monitor. But on domestic cars with ZMZ engines, oil pressure very often disappears. Let's try to figure out why this happens and how it can be eliminated.

About ZMZ engines

Before talking about oil pressure, it is worth introducing the reader to the engine itself. ZMZ engines are produced by the Zavolzhsky Motor Plant. They have 4 cylinders and 16 valves.

ZMZ engines are produced by the Zavolzhsky Motor Plant

These motors are installed on Volga, UAZ, GAZelle, Sobol cars. The family includes motors ZMZ-402, 405, 406, 409, 515 and a number of their special modifications. ZMZ engines have their advantages:

good maintainability;
simplicity of the device;
low demands on the quality of fuel.

But there are also disadvantages:

the timing drive is very bulky;
the reliability of the chain tensioner in the timing drive leaves much to be desired;
piston rings have an archaic design. As a result, large losses of lubrication and power failures are observed;
the overall quality of casting and heat treatment of individual engine parts is getting worse every year.

Oil pressure rate in ZMZ engines

The pressure in the lubrication system is measured only on a well-heated engine running on Idling. The speed of rotation of the crankshaft at the time of measurement should not exceed 900 rpm. Here are the ideal oil pressure standards:

for motors ZMZ 406 and 409, a pressure of 1 kgf / cm² is considered ideal;
for motors ZMZ 402, 405 and 515, the ideal pressure is 0.8 kgf / cm².

It should also be noted here that the highest pressure in the lubrication system of the ZMZ engine can theoretically reach 6.2 kgf / cm², but in practice this almost never happens. As soon as the oil pressure reaches 5 kgf / cm², the pressure reducing valve opens in the motor and the excess oil goes back to the oil pump. So the oil can reach a critical point only in one case: if the pressure reducing valve is stuck in the closed position, and this happens extremely rarely.

Oil pressure check

The oil pressure is displayed on dashboard car. The problem is that it is far from always possible to trust these figures, since devices can also fail and begin to give incorrect readings. It often happens that the oil pressure is normal, and the instruments show that there is no pressure at all. For this reason, it is advisable to simply inspect the car. Here's how it's done:

If all of the above measures did not give a result, and the reason low pressure not identified, the last way remains: use an additional pressure gauge.

Signs of low oil pressure

If the oil pressure in the engine has dropped sharply, it is impossible not to notice this. Here are the main signs that something is wrong with the engine lubrication system:

The motor began to overheat quickly. At the same time, there is more exhaust gas, and the exhaust is black, which is especially noticeable when the car picks up speed;
bearings and other parts subject to intense friction began to wear out very quickly;
the engine began to knock and vibrate. The explanation is simple: there is little lubrication in the motor, the rubbing parts gradually wear out and the gaps between them increase. In the end, the parts become loose, begin to knock and vibrate;
burning smell in the cabin. If the oil pressure is reduced, it begins to rapidly oxidize and burn out. And the driver smells the products of combustion.

Causes of low oil pressure and their elimination

First of all, it should be noted that a drop in oil pressure is a malfunction that is a common "illness" for all engines of the ZMZ family, regardless of their model. There are no special nuances associated with this malfunction and are characteristic of a particular engine from the ZMZ family. For this reason, the reasons for the drop in oil pressure in the ZMZ-409 engine, which is by far the most popular in our country, will be considered below. It should also be said here that the most common cause of a drop in oil pressure is an incorrect viscosity index, aka SAE. Due to this driver error motor oil in hot weather it can become too thin. Or vice versa, in severe frost it can quickly thicken. Therefore, before looking for a problem in the motor, the car owner should ask himself a simple question: did I fill in the oil?

Sudden drop in engine oil

If the oil pressure suddenly disappears in the ZMZ engine, then this can happen for two reasons:

It should also be noted here that the above breakdowns occur quite rarely. In order for this to happen, the driver must absolutely “start” the engine and not change the oil in it for years, or use a lubricant that is not suitable for viscosity for a long time.

Gradual drop in oil pressure

This problem is very common in all engines of the ZMZ family, without exception. It can arise due to many factors: these are design errors, which were mentioned above, and improper maintenance, and natural wear and tear of parts, and much more. We list the most common causes of a gradual drop in oil pressure:

oil filter wear. Gazelle drivers strongly recommend changing these filters every 5-6 thousand km, and changing the oil every 10 thousand km. If this is not done, in the oil, no matter how good it is, a dirty sediment appears, which gradually clogs the oil filter. And the driver at this moment observes the above signs of a drop in oil pressure;
Oil filters on ZMZ engines should be changed as often as possible
general engine wear. First of all, this applies to the intermediate shaft, on which the main pressure losses occur. This happens due to wear of the shaft bearing bushings. The hydraulic chain tensioner may also wear out, which also does not differ in durability. In addition, the cylinder head itself often wears out and camshafts. At the slightest wear in this system, the pressure begins to drop, and oil consumption gradually increases. A worn out oil pump can also cause a pressure drop, which is simply not able to supply enough lubricant to the motor. And finally, the hydraulic compensators on the valves can fail, which also reduces the lubrication pressure. There is only one solution to all of the above problems: overhaul engine;
valve wear. The pressure reducing valve has a spring that can weaken over time. As a result, part of the oil goes back to the oil pump, which leads to a decrease in oil pressure. Some motorists solve the problem simply: they put a couple of small washers under the spring in the valve. But this, as you might guess, is only a temporary measure. And the only right decision is to replace the pressure reducing valve with a new one (you won’t be able to buy a new spring for the valve - they are not sold separately);
Spring - the main component of the pressure reducing valve in the ZMZ motor
oil cooler leak. Radiators in which the oil is cooled are on many cars with ZMZ engines. However, these radiators are used extremely rarely, as their quality leaves much to be desired. Of particular note is the oil cooler valve. This faucet is constantly flowing. Solution: stop using an oil cooler, because when correct selection oil, the need for this device simply disappears. Or the second option: put a high-quality valve on the radiator (preferably a ball valve, made in Germany, but by no means Chinese).

Video: looking for the cause of the drop in oil pressure in the ZMZ engine

So, there are many reasons that cause a drop in oil pressure in engines of the ZMZ family. Some of them are the result of "congenital diseases" of this motor. Others are the result of the carelessness of the driver himself, and still others are the result of banal mechanical wear. Most of these problems can be fixed on your own, but the overhaul of the motor will have to be entrusted to a qualified specialist.