Accelerator pump gas 53. Features of K126 carburetors - device, tuning and adjustment. Possible malfunctions of the fuel supply system and methods for their elimination

Carburetor adjustment GAZ-53

The GAZ 53 carburetor has a two-chamber system, each of them works on 4 cylinders. The throttle valve is equipped with a drive to both chambers at once, so the fuel is dosed synchronously to all cylinders. For rational fuel consumption in different engine modes, the carburetor has several systems for regulating the composition fuel mixture(TS).

It looks like a carburetor installed on a GAZ 53

The GAZ-53 has a K-135 carburetor. The carburetor has a balanced float chamber. It is able to simultaneously open the throttle valves.

The carburetor originally had the K126B brand, its subsequent modification K135 (K135M). Fundamentally, the models are almost the same, only the control scheme of the device has changed, and in the latest releases, a convenient viewing window was removed from the float chamber. Now it became impossible to see the level of gasoline.

Device

K-135 is emulsified, with two chambers and a falling stream.

Two chambers are independent of each other, through them the combustible mixture is supplied to the cylinders through the intake pipe. One chamber serves from the 1st to the 4th cylinders, and the other all the rest.

The air damper is located inside the float chamber and is equipped with two automatic valves. The main systems that are used in the carburetor operate on the principle of gasoline air braking, except for the economizer.

In addition, each chamber has its own idle system, main dosing system and sprayers. The two chambers of the carburetor have in common only a cold engine start system, an accelerator pump, a partially economizer, which has one valve for two chambers, as well as a drive mechanism. Separately, jets are installed on them, located in the spray unit, and related to the economizer.

Each idle system includes fuel and air jets, and two holes each in the mixing chamber. A screw with a rubber ring is installed on the bottom hole. The screw is designed to regulate the composition of the combustible mixture. A rubber seal prevents air from penetrating through the screw hole.

The air jet, in turn, plays the role of emulsifying gasoline.

The idle system cannot provide the required fuel consumption in all engine operating modes, therefore, in addition to it, the main metering system is installed on the carburetor, which consists of diffusers: large and small, fuel and air jets and an emulsified tube.

Main dosing system

The basis of the carburetor is the main dosing system (abbreviated GDS). It provides a constant composition of the vehicle and does not allow it to become depleted or enriched at medium engine speeds. internal combustion(ICE). One fuel jet and one air jet are installed on each of the chambers in the system.

Idle system

The idle system is designed to ensure stable operation of the engine on idling ICE. The throttle valve of the carburetor should always be slightly ajar, and the gasoline mixture at idle (XX) enters the intake tract bypassing the GDS. The position of the throttle axis is set by the quantity screw, and the quality screws (one for each chamber) allow you to enrich or lean the mixture at idle. The fuel consumption of the car largely depends on the adjustment.

float chamber

The float chamber is located in the main body and maintains the level of gasoline in the carburetor, which is necessary for the normal operation of the engine power system. The main elements in it are a float and a locking mechanism consisting of a needle with a membrane and a valve seat.

Economizer

The economizer system enriches the vehicle at high engine speeds with increasing load. The economizer has a valve that, when the throttle valves are opened to the maximum, allows a portion of additional fuel through the channels bypassing the GDS.

accelerator pump

In the K126 (K135) carburetor, the accelerator is a piston with a cuff that operates in a cylindrical channel. At the moment of sharp pressing the accelerator (gas) pedal, the throttle actuator, mechanically connected to the accelerator system, causes the piston to move rapidly along the channel.

Scheme of the K126 carburetor device with the name of all elements

Fuel through a special atomizer is injected from the channel into the diffusers of the carburetor, and the vehicle is enriched. The accelerator pump allows you to smoothly move from idle to high speed and move the car without jerks and failures.

Speed limiter

The system does not allow exceeding a certain number of revolutions of the crankshaft due to incomplete opening of the throttle. The operation is based on pneumatics, due to rarefaction, the diaphragm in the pneumatic valve of the device moves, turning the throttle axis mechanically connected to the limiter assembly.

Launch system

The starting system ensures stable operation of a cold engine. The system consists of pneumatic valves located in the air damper and a system of levers that connect the throttle and air damper. When the suction cable is pulled out, the air damper closes, the rods pull the throttle behind them and open it slightly.

When starting a cold engine, the valves in the air damper open under vacuum and add air to the carburetor, preventing the engine from stalling on a too rich mixture.

Carburetor malfunctions

There can be many different malfunctions in the carburetor of a GAZ 53 car, but all of them are associated with increased fuel consumption, regardless of whether the mixture is enriched or lean enters the cylinders. In addition to increased fuel consumption, the following symptoms of malfunctions are characteristic:

Black smoke is coming out exhaust pipe. It is especially noticeable with a sharp increase in engine speed. In this case, shots can be heard in the silencer;
The engine is unstable at idle, it can also stall at idle;
The motor does not develop speed, chokes, there are pops in the intake manifold;
With a sharp acceleration in the operation of the internal combustion engine, a failure occurs;
Sluggish acceleration of the car, but at high speeds the car drives normally;
Lack of power, the engine does not develop speed;
Jerks when driving, especially noticeable when accelerating.

Carburetor repair for GAZ 53 truck

Any of the carburetor systems can be faulty, but the following most often occurs:

Carburetor repair primarily involves flushing and purging all systems. To do this, the carburetor is removed and disassembled to clean all the jets.

Adjustment

The K126B carburetor (also the K135 carburetor) has several adjustments:

idle move;
the level of gasoline in the float chamber;
stroke of the accelerator pump piston;
moment when the economizer system is switched on.

Only one adjustment is made without dismantling the carburetor itself - this is the engine idling. This procedure is performed most often, it can be performed by any driver. It is better to entrust the rest of the adjustments to specialists, but there are often craftsmen who make any settings with their own hands.
For proper adjustment of the XX, the engine must be technically sound, all cylinders must work without interruption.

Idle adjustment:

with the engine turned off, tighten the quality screws of both cameras to the end, then unscrew each one by about 3 turns;
start the engine and warm up to working condition;
set the number of revolutions XX to approximately 600 with the quantity screw. There is no tachometer in the GAZ 53 car, so the revolutions are set by ear - they should not be too low or high;
we tighten one of the screws of quality and moment until there are interruptions in the operation of the internal combustion engine, then we take the screw back by about one eighth of a turn (until the motor runs steadily);
we also do with the second camera;
set the desired number of revolutions with the quantity screw;
if necessary, increase the speed with the quality screw if the engine stalls when the gas pedal is reset.

Buying a K135 carburetor is not a problem - it is sold in many car dealerships. True, the price of such a device is rather big - about 7000-8000 rubles. K126B is no longer found in stores, it has long been discontinued. But according to ads, they are often sold, and you can buy an almost new carburetor (2500-3000 rubles). A repair kit for the K135 model costs an average of 250-300 rubles.

http://avtomobilgaz.ru

A.N.Tikhomirov

CARBURETTORS K-126, K-135 GAZ PAZ CARS

Principle of operation, device, adjustment, repair
Publishing house "KOLESO" MOSCOW 2002
This brochure is intended for car owners, service station workers and people who study the structure of a car, and considers the theoretical foundations of carburation, design, features, possible methods for repairing and adjusting K-126 and K-135 carburetors of the Leningrad LENKARZ plant (now PECAR "), installed on cars of Gorky and buses of Pavlovsk Automobile Plants.
The brochure is intended for car owners, workshop workers and those who study the car

Cand. tech. Sciences A.N.Tikhomirov

From the author
K-126 series carburetors represent a whole generation of carburetors produced by the Leningrad carburetor plant "LENKARZ", which later became PECAR JSC (Petersburg carburetors), for almost forty years. They appeared in 1964 on legendary cars GAZ-53 and GAZ-66 simultaneously with the then new ZMZ-53 engine. These engines, from the Zavolzhsky Motor Plant, replaced the famous GAZ-51, along with the single-chamber carburetor used on it.

A little later, from 1968, Pavlovsky bus factory began production of PAZ-672 buses, in the seventies a modification of PAZ-3201 appeared, later PAZ-3205, and an engine made on the basis of the same one used on trucks, but with additional elements, is installed on all. The power system did not change, and the carburetor was also, respectively, of the K-126 family.

The impossibility of immediately completely switching to new engines led to the appearance in 1966 of the transitional car GAZ-52 with a six-cylinder engine. On them, in 1977, the single-chamber carburetor was also replaced by the K-126 with a corresponding replacement of the intake pipe. K-126I was installed on GAZ 52-03, and K-126E was installed on GAZ 52-04. The difference in carburetors concerns only different types limiters of the maximum frequency of rotation. Paired with carburetors K-126I, -E, -D, designed for the GAZ-52, a limiter was installed, which worked due to the high-speed pressure of air passing into the engine. The pneumocentrifugal limiter of the K-126B or K-135 carburetor on ZMZ engines operates on the signal of a centrifugal sensor mounted on the toe of the camshaft.

The ZMZ-53 engines were improved and changed. The last major change occurred in 1985, when the ZMZ-53-11 appeared with a full-flow oil filtration system, a single-stage intake pipe, screw intake ports, increased compression ratio and a K-135 carburetor. But the family has not been broken, the K-135 has all the body parts of the K-126 family and only some differences in the cross sections of the jets. In these carburetors, measures were taken to bring the composition of the prepared mixture to the requirements of the new time, and changes were made to more stringent toxicity standards. In general, the carburetor adjustments have shifted to a poorer side. The design of the carburetor took into account the introduction of an exhaust gas recirculation system (SROG) on engines by adding a vacuum extraction fitting to the SROG valve. In the text, we will not use the K-135 marking except for individual cases, considering it just one of the modifications of the K-126 series.

The natural difference between the engines on which the K-126 is installed is taken into account in the size of the dosing elements. First of all, these are jets, although diffusers of different diameters can also be found. Changes are reflected in the index assigned to each carburetor and this must be kept in mind when trying to replace one carburetor with another. A summary table of the dimensions of the main dosing elements of all modifications of the K-126 is given at the end of the book. The column "K-135" is valid for all modifications: K-135, K-135M, K-135MU, K-135X.

It should be remembered that the carburetor is only part of a complex complex called the engine. If, for example, the ignition system does not work properly, the compression in the cylinders is low, the intake tract is leaking, then at least it is illogical to blame the “failures” or high fuel consumption only on the carburetor. It is necessary to distinguish between defects related specifically to the power supply system, their characteristic manifestations during movement, and nodes that may be responsible for this. To understand the processes occurring in a carburetor, the beginning of the book is given to a description of the theory of regulation of spark ICEs and carburation.

Currently, Pavlovsk buses are practically the only consumers of eight-cylinder ZMZ engines. Accordingly, carburetors of the K-126 family are less and less common in the practice of repair services. At the same time, the operation of carburetors continues to ask questions that need answers. Last section The book is devoted to identifying possible malfunctions of carburetors and how to eliminate them. Do not expect, however, that you will find a universal "master key" to eliminate every possible defect. Assess the situation for yourself, read what is said in the first section, "attach" it to your specific problem. Carry out a full range of work on adjusting the carburetor components. The book is intended primarily for ordinary drivers and those who maintain or repair power systems in bus or car fleets. I hope that after reading the book they will not have any more questions regarding this family of carburetors.
OPERATING PRINCIPLE AND CARBURETTOR DEVICE
1. Operating modes, ideal carburetor performance.
The power of internal combustion engines is determined by the energy that is contained in the fuel and released during combustion. To achieve more or less power, it is necessary, respectively, to supply more or less fuel to the engine. At the same time, an oxidizing agent, air, is necessary for the combustion of fuel. It is the air that is actually sucked in by the engine pistons during the intake strokes. With the “gas” pedal connected to the throttle valves of the carburetor, the driver can only limit the air supply to the engine or, on the contrary, allow the engine to fill up to the limit. The carburetor, in turn, must automatically monitor the flow of air entering the engine and supply a proportional amount of gasoline.

Thus, the throttle valves located at the outlet of the carburetor regulate the amount of the prepared mixture of air and fuel, and hence the engine load. Full load corresponds to the maximum throttle openings and is characterized by the highest flow of the combustible mixture into the cylinders. At "full" throttle, the engine develops highest power achievable at a given speed. For passenger cars, the share of full loads in real operation is small - about 10 ... 15%. For trucks, on the contrary, full load modes take up to 50% of the operating time. The opposite of full load is idling. In the case of a car, this is the operation of the engine with the gearbox disengaged, no matter what the engine speed is. All intermediate conditions (from idle to full loads) fall under the definition of partial loads.

A change in the amount of mixture passing through the carburetor also occurs at a constant throttle position in the event of a change in engine speed (the number of operating cycles per unit time). In general, the load and speed determine the mode of operation of the engine.

The car engine operates in a huge variety of operating modes caused by changing road conditions or the desire of the driver. Each mode of movement requires its own engine power, each mode of operation corresponds to a certain air flow and must correspond to a certain composition of the mixture. The composition of the mixture refers to the ratio between the amount of air and fuel entering the engine. Theoretically, the complete combustion of one kilogram of gasoline will occur if a little less than 15 kilograms of air is involved. This value is determined by the chemical reactions of combustion and depends on the composition of the fuel itself. However, in real conditions it turns out to be more profitable to maintain the composition of the mixture, although close to the named value, but with deviations in one direction or another. A mixture in which there is less fuel than theoretically necessary is called lean; in which more - rich. For quantitative assessment, it is customary to use the excess air coefficient a, showing the excess air in the mixture:
a \u003d Gv / Gt * 1o
where Gv is the air flow rate entering the engine cylinders, kg / h;
Gt is the consumption of fuel entering the engine cylinders, kg/h;
1o is the estimated amount of air in kilograms required
for burning 1 kg of fuel (14.5 ... 15).
For lean mixtures a >1, for rich mixtures - a The main output parameters of the engine are the effective power Ne (kW) and the specific effective fuel consumption g = Gm/Ne (g/kWh). Specific consumption is a measure of efficiency, an indicator of the perfection of the engine's workflow (the smaller the value of ge, the higher the effective efficiency). Both parameters depend both on the quantity of the mixture and on its composition (quality).

What composition of the mixture is required for each mode can be determined by special adjustment characteristics taken from the engine on a brake stand at fixed throttle positions and constant speeds.

One of these characteristics is shown in Fig. one.

Rice. 1. Adjustment characteristic according to the composition of the mixture: Engine ZMZ 53-18 n=2000 min’, P1,=68 kPa
The graph clearly shows that in this mode, the maximum power is achieved with an enriched mixture a = 0.93 (such a mixture is commonly called power), and the minimum specific fuel consumption, i.e. maximum efficiency, with poor a \u003d 1.13 (the mixture is called economical).

It can be concluded that the reasonable control limits lie in the interval between the points of power and economical adjustments (marked with an arrow in the figure). Outside these limits, the compositions of the combustible mixture are unfavorable, since working on them is accompanied by both a deterioration in efficiency and a drop in power. The increase in engine efficiency when the mixture is lean from power to economical is due to an increase in the completeness of fuel combustion. With further depletion of the mixture, the economy begins to deteriorate again due to a significant drop in power caused by a decrease in the combustion rate of the mixture. This should be remembered by those who, in the hope of reducing the fuel consumption of their engine, seek to limit the flow of gasoline into it.

For all partial load conditions, economical mixtures are preferred, and operating on economical mixtures will not limit us in power. It should be remembered that the power, which at a certain throttle position is achieved only on the power composition of the mixture, can also be obtained on a mixture of an economical composition, only with a slightly larger amount of it (with a larger throttle opening). The leaner the mixture we use, the more it will be required to achieve the same power. In practice, the power composition of the combustible mixture is organized only at full load.

By taking a series of control characteristics at different throttle positions, it is possible to construct the so-called optimal control characteristics, showing how the composition of the mixture should change when the load changes (Fig. 2).

Rice. 2. Characteristics of the optimal regulation of the spark motor
In general, an ideal carburetor (if the focus is on economy rather than toxicity, for example) should change the composition of the mixture in accordance with the abc line. Each point on the section ab corresponds to the economical composition of the mixture for a given load. This is the longest part of the feature. At point b, a smooth transition to the enrichment of the mixture begins, continuing to point c.

Any amount of power could be achieved using only power mixtures over the entire characteristic (line dc). However, running those mixtures at part load doesn't make much sense, as there's room to achieve the same power by simply opening the throttle and letting in more of the still fuel-efficient mixture. Enrichment is really necessary only at full throttle openings, when the reserves for increasing the amount of the mixture are exhausted. If enrichment is not carried out, then the characteristic will “stop” at point b and the power gain ANt will not be achieved. We will get about 90% of the possible power.
2. Carburation, the formation of toxic components
In addition to dosing fuel, an important task facing the carburetor is the organization of mixing fuel with air. The fact is that combustion does not require liquid, but gasified, evaporated fuel. Directly in the carburetor, the first stage of mixture preparation takes place - atomization of the fuel, crushing it into as small drops as possible.

The higher the atomization quality, the more evenly the mixture is distributed over individual cylinders, the more homogeneous the mixture in each cylinder, the higher the flame propagation speed, power and efficiency while reducing the amount of products of incomplete combustion. The complete evaporation process does not have time to occur in the carburetor, and part of the fuel continues to move through the intake pipe to the cylinders in the form of a liquid film. The design of the intake pipe is thus of fundamental importance to the engine output. The heat necessary for the evaporation of the film is specially taken away and supplied to the air-fuel mixture from the coolant.

It should be remembered that the values of the optimal mixture compositions determined by the characteristics may vary depending on various factors. So, for example, they are all defined under the normal thermal state of the engine. The better the fuel is evaporated by the time it enters the cylinders, the leaner mixture compositions can achieve both maximum efficiency and maximum power. If the carburetor prepares an economical mixture for a warm engine, then at low temperatures (when warming up, with a faulty thermostat or its absence), this mixture will turn out to be poorer than necessary, the specific consumption will be sharply increased, and the operation will be unstable. The "colder" the engine, the richer the mixture must be supplied to it.

To a large extent, the composition of the air-fuel mixture determines the toxicity of exhaust gases. It should be remembered that car engine Internal combustion can never be completely harmless. As a result of fuel combustion, at the most favorable outcome, carbon dioxide CO2 and water H2O are formed. However, they are not toxic, i.e. poisonous, and do not cause any disease in humans.

First of all, not completely burnt components are undesirable exhaust gases, the most important and most frequent constituents of which are carbon monoxide (CO), unburned or only partially burned hydrocarbons (CH), soot (C) and nitrogen oxides (NO "). All of them are toxic and dangerous to the human body. On fig. Figure 3 shows typical concentration curves of the three most known components as a function of mixture composition.

Rice. 3. Dependence of emissions of toxic components on the composition of the gasoline engine mixture
The concentration of carbon monoxide CO naturally increases with the enrichment of the mixture, which is explained by the lack of oxygen for the complete oxidation of carbon to CO2. An increase in the concentrations of unburned CH hydrocarbons in the region of rich mixtures is explained by the same reasons, and when depleted beyond a certain limit (dashed zone in the figure), a sharp rise in the CH curve is due to sluggish combustion and even misfires of such depleted mixtures that sometimes occur.

One of the most toxic components in exhaust gases are oxides of nitrogen, NOx. This symbol is assigned to a mixture of nitrogen oxides NO and NOa, which are not products of fuel combustion, but are formed in engine cylinders in the presence of free oxygen and high temperature. The maximum concentration of nitrogen oxides falls on the compositions of the mixture that are closest to economical ones, and the amount of emissions increases with increasing engine load. The danger of exposure to nitrogen oxides lies in the fact that the poisoning of the body does not appear immediately, and there are no neutralizing agents.

At idle modes, where the toxicity test familiar to all motorists is carried out, this component is not taken into account, since it is “cold” in the engine cylinders and NOx emissions in this mode are very small.
3. Main carburetor dosing system
K-126 carburetors are designed for multi-cylinder truck engines, which have a very large share of work at full loads. All cylinders in such engines, as a rule, are divided into groups, which are fed by separate carburetors or, as in the case of the K-126, by separate chambers of one carburetor. The division into groups is organized by manufacturing an inlet pipe with two independent groups of channels. Cylinders included in the same group are selected so that excessive air pulsations in the carburetor and distortion of mixture compositions.

For ZMZ eight-cylinder V-shaped engines, with the cylinder operation order adopted for them, a uniform alternation of cycles in two groups will be observed when the cylinders operate through one (Fig. 4 A). From fig. 4B it can be seen that with such a division, the channels in the intake pipe must intersect, i.e. be performed at different levels. It was so on the ZMZ-53 engine: the intake pipe was two-tiered.

Rice. 4. Scheme of division of eight-cylinder engines
into groups with uniform alternation:
a) in order of work; b) by location on the engine.

On ZMZ 53-11 engines, among other changes, they simplified the casting of the intake pipe, making it single-tier. From now on, the channels in the groups do not intersect, the cylinders of the left half-block belong to one group, and the right half-block to the second (Fig. 5).

Rice. 5. Scheme of dividing eight-cylinder engines into groups with a single-tier intake pipe:
a) in order of work; b) by location on the engine.
1 - the first chamber of the carburetor, 2 - the second chamber of the carburetor
The cheaper design had a negative impact on the working conditions of the carburetor. The uniformity of the alternation of cycles in each of the groups was violated, and with it the uniformity of the air intake pulses in the carburetor chambers. The engine becomes prone to mixture dispersion in individual cylinders and successive cycles. At some average value, which is prepared by the carburetor, in individual cylinders (or cycles of the same cylinder), the mixture can be either richer or leaner. Therefore, if the average composition of the mixture deviates from the optimum in some cylinders, the mixture is more likely to go beyond the ignition limits (cylinder turns off). It is possible to smooth over the created situation partly due to the presence of a film of unevaporated fuel in the intake pipe, which "creeps" to the cylinders relatively slowly.

Despite all the above features, the K-126 vertical carburetor, with a falling stream, with parallel opening of the throttles, is actually two identical carburetors assembled in one housing, where a common float chamber is located for them. Accordingly, it has two main dosing systems operating in parallel. On fig. 6 shows a diagram of one of them. It has a main air channel, which includes a small diffuser (atomizer) 16, installed in a narrow section of the main large diffuser 15, and a mixing chamber with a throttle 14. The throttle is a plate mounted on an axis, turning which you can adjust the flow area of the mixing chamber and hence the air flow. Parallel opening of the throttles means that in each mixing chamber the throttle valves are installed on a common axle, the drive of which is organized from the “gas” pedal. By acting on the pedal, we open both throttles to the same angle, which ensures equality of air passing through the carburetor chambers.

The main metering system performs the main task of the carburetor - metering fuel in proportion to the air entering the engine. It is based on a diffuser, which is a local narrowing of the main channel. In it, due to the relative increase in air velocity, a rarefaction (pressure below atmospheric pressure) is created, depending on the air flow. The vacuum formed in the diffusers is transmitted to the main fuel jet 11 located at the bottom of the float chamber.

Rice. 6. Scheme of the main dosing system of the K-126 carburetor: 1 - inlet air pipe; 2 - plug fuel filter;3 — cover of the float chamber; 4 - fuel filter; 5 - fuel input from the fuel pump; 6 - float chamber valve; 7 - body of the float chamber; 8 - float; 9 - needle of the float chamber valve; 10 - plug of the main fuel jet; 11 - main fuel jet; 12 - main air jet; 13 - emulsion tube; 14 - throttle valve; 15 - large diffuser; 16 - small diffuser; 17 - economizer sprayer; 18 - spray accelerator pump; 19 - air inlet
They are accessed through threaded plugs 10 screwed into the wall of the body of the float chamber 7. Any calibrated hole for dosing fuel, air or emulsion is called a jet. The most critical of them are made in the form of separate parts inserted into the housing on the thread (Fig. 7). For any jet, not only the bore area of the calibrated part is fundamental, but also the ratio between the length and diameter of the calibrated part, the angles of the inlet and outlet chamfers, the quality of the edges, and even the diameters of the non-calibrated parts.

The required proportion of fuel with air is provided by the ratio of the cross-sectional area of the fuel jet and the cross-section of the diffuser. An increase in the jet will lead to an enrichment of the mixture in the entire range of modes. The same effect can be achieved by reducing the flow area of the diffuser. The sections of the carburetor diffusers are selected based on two conflicting requirements: the larger the area of the diffusers, the higher the power can be achieved by the engine, and the worse the quality of fuel atomization due to lower air velocities.

Rice. 7. Scheme of the fuel jet
l is the length of the calibrated part
Given that large diffusers are plug-in and unified in size for all modifications of K-126 (including cars), do not make a mistake when assembling. A diffuser with a diameter of 24 mm can easily be installed in place of a regular one with a diameter of 27 mm.

To further improve the quality of atomization, a scheme with two diffusers (large and small) was used. Small diffusers are separate parts inserted in the middle of the large ones. Each of them has its own atomizer connected by a channel to an opening in the housing from which fuel is supplied.

Be careful about channel orientation!

Each jet is stamped with a number showing the capacity in cm3/min. This marking is accepted on all PECAR carburetors. The check is carried out on a specialized pouring device and means the amount of water in cm3 passing through the jet in the forward direction per minute at a liquid column pressure of 1000 ± 2 mm. Deviations in the throughput of jets from the normative ones should not exceed 1.5%.

Only a specialized company with the appropriate equipment can truly make a jet. Unfortunately, many people take up the production of repair jets, and as a result, one cannot be completely sure that the main fuel jet marked "310" will not actually be the size "285". From experience it is better to never change factory jets, especially since there is no special need for this. The jets do not wear out noticeably even during long-term operation, and a decrease in cross-section due to resins deposited on the calibrated part is unlikely with modern gasolines.

In the carburetor, for the stability of the pressure drop across the fuel jet, the fuel level in the float chamber must remain constant. Ideally, the fuel should be at the level of the atomizer lip. However, in order to prevent spontaneous outflow of gasoline from the atomizer, with possible vehicle tilts, the level is maintained 2 ... 8 mm lower. In most modes of operation (especially a truck, which has a large proportion of full loads), such a decrease in the level cannot have any noticeable effect on the flow of gasoline. The rarefaction in the diffuser can reach a value of 10 kPa (which corresponds to 1300 mm of the "gasoline" column) and, of course, lowering the level by a few millimeters does not change anything. It can be assumed that the composition of the mixture prepared by the carburetor is determined only by the ratio of the areas of the fuel jet and the narrow section of the diffuser. Only at the lowest loads, when the rarefaction in the diffusers falls below 1 kPa, errors in the fuel level begin to have an effect. To eliminate fluctuations in the fuel level in the float chamber, a float mechanism is installed in it. It is assembled entirely on the carburetor cover, and the fuel level is automatically adjusted by changing the bore section of valve 6 (Fig. 8) with valve needle 5, actuated by tongue 4 on the float holder.

Rice. 8. Carburetor float mechanism:
1 - float; 2 - float stroke limiter; 3 - axis of the float; 4 - level adjustment tab; 5 - valve needle; 6 - valve body; 7 - sealing washer; A is the distance from the plane of the cover connector to the upper point of the float; B - gap between the end of the needle and the tongue
As soon as the fuel level drops below the predetermined level, the float lowers the tongue, lowering with it, which will allow the needle 5, under the influence of the fuel pressure created by the fuel pump, and its own weight to lower and let more gasoline into the chamber. It can be seen that the fuel pressure plays a certain role in the operation of the float chamber. Almost all gasoline pumps must create a gasoline pressure of 15 ... 30 kPa. Deviations to a large side can, even with the correct adjustments of the float mechanism, create fuel leakage through the needle.

To control the fuel level in earlier modifications of the K-126, there was a viewing window on the wall of the float chamber housing. Along the edges of the window, approximately along its diameter, there were two tides that marked the line of normal fuel level. In the latest modifications, there is no window, and the normal level is marked with a mark 3 (Fig. 9) on the outside of the body.

Rice. 9. View of the carburetor from the side of the fittings: 1 - channel into the supra-membrane limiter; 2 - plugs of the main fuel jets; 3 - risk of fuel level in the float chamber; 4 - supply channel from the fuel pump; 5 - thrust; 6 - vacuum extraction fitting to the recirculation valve; 7 - channel submembrane restrictor chamber
To increase the reliability of locking, a small polyurethane washer 7 is put on the valve needle 5 (Fig. 8), which retains elasticity in gasoline and reduces the locking force several times. In addition, due to its deformation, float fluctuations that inevitably occur when the car is moving are smoothed out. When the washer is destroyed, the tightness of the assembly is immediately irreversibly violated.

The float itself can be brass or plastic. The reliability (tightness) of both is quite high, unless you yourself deform it. So that the float does not knock on the bottom of the float chamber in the absence of gasoline in it (which is most likely when dual-fuel gas-balloon vehicles are operating), there is a second antennae 2 on the float holder, which rests on a rack in the housing. By bending it, the stroke of the needle is regulated, which should be 1.2 ... 1.5 mm. On a plastic float, this antennae is also plastic, i.e. you can't bend it. Needle stroke is not adjustable.

An elementary carburetor, having only a diffuser, an atomizer, a float chamber and a fuel jet, is able to maintain the composition of the mixture approximately constant throughout the entire region of air flow (except for the smallest ones). But in order to get as close as possible to the ideal dosing characteristic, the mixture should be leaner with increasing load (see Fig. 2, section ab). This problem is solved by introducing a mixture compensation system with pneumatic fuel braking. It includes an emulsion well installed between the fuel jet and the atomizer with an emulsion tube 13 and an air jet 12 placed in it (see Fig. 6).

The emulsion tube is a brass tube with a closed lower end, having four holes at a certain height. It descends into the emulsion well and is pressed from above with an air jet screwed on the thread. With an increase in load (vacuum in the emulsion well), the fuel level inside the emulsion tube drops and, at a certain value, is below the holes. Air begins to flow into the atomizer channel, passing through the air jet and holes in the emulsion tube. This air mixes with the fuel before it exits the atomizer, forming an emulsion (hence the name), facilitating further atomization in the diffuser. But the main thing is that the supply of additional air lowers the level of vacuums transmitted to the fuel jet, thereby preventing excessive enrichment of the mixture and giving the characteristic the necessary “slope”. Changing the cross section of the air jet will have practically no effect at low engine loads. At high loads (high air flow rates), an increase in the air jet will provide a greater depletion of the mixture, and a decrease - enrichment.
4. Idling system
At low air flow rates, which are available at idle, the vacuum in the diffusers is very small. This leads to instability of fuel dosing and a high dependence of its consumption on external factors, for example, the fuel level. Under the throttle valves in the intake pipe, on the contrary, it is in this mode that the vacuum is high. Therefore, at idle and at small throttle opening angles, the fuel supply to the atomizer is replaced by the supply under the throttle valves. For this, the carburetor is equipped with a special idle system (CXX).

On K-126 carburetors, the CXX scheme with throttle spraying is used. The air into the engine at idle passes through a narrow annular gap between the walls of the mixing chambers and the edges of the throttle valves. The degree of closure of the throttles and the cross section of the slots formed is regulated by the stop screw 1 (Fig. 10). Screw 1 is called the "quantity" screw. By turning it in or out, we regulate the amount of air entering the engine, and thereby change the engine idling speed.

The throttle valves in both chambers of the carburetor are installed on the same axis and the “quantity” stop screw adjusts the position of both throttles. However, the inevitable errors in the installation of throttle plates on the axis lead to the fact that the flow area around the throttles can be different. At large opening angles, these differences are not noticeable against the background of large flow sections. At idle, on the contrary, the slightest differences in the installation of throttles become fundamental. The inequality of the flow sections of the carburetor chambers causes different air flow through them. Therefore, in carburetors with parallel opening of throttles, one screw for adjusting the quality of the mixture cannot be installed. Personal adjustment by cameras is required with two “quality” screws.

Rice. 10. Carburetor adjusting screws:
1 - throttle stop screw (quantity screw); 2 - mixture composition screws (quality screws); 3 - restrictive caps
In the family under consideration, there is one K-135X carburetor, in which the idle system was common to both chambers. There was only one “quality” adjusting screw and was installed in the center of the mixing chamber body. From it, fuel was supplied to a wide channel, from which it diverged into both chambers. This was done to organize the EPHH system, the forced idle economizer. Solenoid valve blocked the common idling channel and was controlled by the electronic unit according to signals from the ignition distributor sensor (speed signal) and from the limit switch installed at the "quantity" screw. The modified screw with the platform is visible in fig. 14. Otherwise, the carburetor does not differ from the K-135.

The K-135X is an exception and, as a rule, carburetors have two independent idle systems in each carburetor chamber. One of them is schematically shown in Fig. 11. The selection of fuel in them is made from the emulsion well 3 of the main metering system after the main fuel jet 2. From here, the fuel is supplied to the idle fuel jet 9, screwed vertically into the body of the float chamber through the cover so that it can be turned out without disassembling the carburetor. The calibrated part of the jets is made on the toe, below the sealing belt, which abuts against the body when screwed. If there is no tight contact of the belt, the resulting gap will act as a parallel jet with a corresponding increase in cross section. On older carburetors, the idle fuel jet had an elongated nose that dropped to the bottom of its well.

After leaving the fuel jet, the fuel meets the air supplied through the idle air jet 7, screwed under the plug 8. engine.

The mixture of fuel and air forms an emulsion, which descends through channel 6 down to the throttle body. Further, the flow is divided: part goes to the transition hole 5 just above the throttle edge, and the second part goes to the “quality” adjusting screw 4. After adjusting the screw, the emulsion is discharged directly into the mixing chamber after the throttle valve.

On the carburetor body, the “quality” screws 2 (Fig. 10) are located symmetrically in the throttle body in special niches. To prevent the owner from violating the adjustments, the screws can be sealed. To do this, they can be put on plastic caps 3, which limit the rotation of the adjusting screws.

Rice. 11. Scheme of the idling system and the transition system: 1 - float chamber with a float mechanism; 2 - main fuel jet; 3 - emulsion well with an emulsion tube; 4 - screw "quality"; 5 - via; 6 - fuel supply channel to the openings of the idle system; 7 - idle air jet; 8 - air jet plug; 9 - idle fuel jet; 10 - inlet air pipe
5. Transition systems
If the throttle of the primary chamber is smoothly opened, then the amount of air passing through the main diffuser will increase, but the vacuum in it will still not be enough for the fuel to flow out of the atomizer for some time. The amount of fuel supplied through the idle system will remain unchanged, since it is determined by the vacuum behind the throttle. As a result, the mixture will begin to become leaner during the transition from idling to the operation of the main dosing system, up to the engine shutdown. To eliminate the “failure”, transitional systems are organized that operate at small throttle opening angles. They are based on vias located above the upper edge of each throttle when they are positioned against the “quantity” screw. They act as additional variable-section air jets that control the vacuum at the idle fuel jets. At minimum idle speed, the via is located above the throttle in an area where there is no vacuum. There is no leakage of gasoline through it. When moving the throttle up, the holes are first blocked due to the thickness of the damper, and then they fall into the zone of high throttle vacuum. High vacuum is transmitted to the fuel jet and increases fuel flow through it. The outflow of gasoline begins not only through the outlet holes after the “quality” screws, but also from the through holes in each chamber.

The cross section and location of the vias are chosen so that with a smooth opening of the throttle, the composition of the mixture should remain approximately constant. However, to solve this problem, one via, which is available on K-126, is not enough. Its presence only helps to smooth out the “failure” without completely eliminating it. This is especially noticeable on the K-135, where the idle system is made poorer. In addition, the operation of the transitional systems in each of the chambers is affected by the identical installation of the throttle plates on the axle. If one of the throttles is higher than the second, then it begins to block the via earlier. In the other chamber, and hence in the group of cylinders, the mixture may remain poor. Again, the fact that for a truck the operating time at light loads is short helps to smooth out the poor quality of the transitional systems. Drivers “step over” this mode by opening the throttle immediately to a large angle. To a large extent, the quality of the transition to the load depends on the operation of the accelerator pump.
6. Economizer
The economizer is a device for supplying additional fuel (enrichment) at full load. Enrichment is necessary only at full throttle openings, when the reserves for increasing the amount of the mixture have been exhausted (see Fig. 2, section bc). If enrichment k is carried out, then the characteristic will “stop” at point b and the increase in power ANe will not be achieved. We will get about 90% of the possible power.

In the K-126 carburetor, one economizer serves both carburetor chambers. On fig. 12 shows only one camera and its related channels.

The economizer valve 12 is screwed into the bottom of a special niche in the float chamber. Above it is always gasoline. In the normal position, the valve is closed, and in order to open it, a special rod 13 must press on it. The rod is fixed on a common bar 1 together with the piston of the accelerator pump 2. With the help of a spring on the guide rod, the bar is held in the upper position. The bar is moved by a drive lever 3 with a roller, which is turned by a rod 4 from the throttle drive lever 10. The drive adjustments should ensure that the economizer valve is activated when the throttles are opened by about 80%.

From the economizer valve, fuel is supplied through channel 9 in the carburetor body to the atomizer unit. The K-126 atomizer block combines two atomizers of the economizer 6 and the accelerator pump 5 (for each carburetor chamber). The atomizers are located above the fuel level in the float chamber and for the expiration through them, gasoline must rise to a certain height. This is possible only in modes where the spray nozzles have a rarefaction. As a result, the economizer supplies gasoline only when the throttles are fully opened and the speed is increased, i.e. partly performs the functions of an econostat.

The higher the rotational speed, the greater the vacuum created at the atomizers, and the more fuel is supplied by the economizer.

Rice. 12. Scheme of economizer and accelerator pump:
1 - drive bar; 2 - accelerator pump piston; 3 - drive lever with a roller; 4 - thrust; 5 - spray accelerator pump; 6 - economizer sprayer; 7 - discharge valve; 8 - fuel supply channel of the accelerator pump; 9 — economizer fuel supply drip; 10 - throttle lever; 11 - inlet valve; 12 - economizer valve; 13 — economizer push rod; 14 - guide rod
7. Accelerator pump
All the systems described above ensure the operation of the engine in stationary conditions, when the operating modes do not change, or change smoothly. With sharp pressure on the "gas" pedal, the conditions for supplying fuel are completely different. The fact is that the fuel enters the engine cylinders only partially evaporated. Some of it moves along the intake pipe in the form of a liquid film, evaporating from the heat supplied to the intake pipe from the coolant circulating in a special jacket at the bottom of the intake pipe. The film moves slowly and the final evaporation can occur already in the engine cylinders. With a sharp change in throttle position, the air almost instantly takes on a new state and reaches the cylinders, which cannot be said about fuel. That part of it, which is enclosed in a film, cannot also quickly reach the cylinders, which causes some delay - a “failure” when the throttles are suddenly opened. It is aggravated by the fact that when the throttles are opened, the vacuum in the intake pipe drops, and at the same time, the conditions for gasoline evaporation worsen.

To eliminate the unpleasant “failure” during acceleration, so-called accelerator pumps are installed on carburetors - devices that supply additional fuel only with sharp throttle openings. Of course, it will also turn into a fuel film in many respects, but due to a larger amount of gasoline, the “failure” can be smoothed out.

On K-126 carburetors, a mechanical piston-type accelerator pump is used, which supplies fuel to both chambers of the carburetor, regardless of the air flow (Fig. 12). It has a piston 2, moving in the discharge chamber, and two valves - inlet 11 and discharge 7, located in front of the atomizer block. The piston is fixed on a common bar 1 together with the economizer push rod. The piston moves up during the suction stroke (when the throttle is closed) under the action of a return spring, and when the throttle is opened, the bar with the piston goes down under the action of lever 3, driven by rod 4 from throttle lever 10. In the first K-126 designs, the piston did not have a special seal and had inevitable leaks during operation. The modern piston has a rubber sealing cuff that completely insulates the discharge cavity.

On the course of suction, under the action of a spring, piston 2 rises and increases the volume of the discharge cavity. Gasoline from the float chamber through the inlet valve 11 passes freely into the discharge chamber. The discharge valve 7 in front of the atomizer closes and does not let air into the injection chamber.

With a sharp turn of the throttle drive lever 10, the rod 4 turns on the axis the lever 3 with the roller, which presses the bar 1 with the piston 2. Since the piston is connected to the bar through the spring, in the first moments, the diaphragm does not move, but only the spring is compressed under the bar, since gasoline filling the chamber cannot leave it quickly. Further, the already compressed piston spring begins to squeeze out gasoline from the discharge chamber to the sprayer 5. The discharge valve does not prevent this, and the inlet valve 11 blocks the possible leakage of fuel back into the float chamber.

The injection is thus determined by the piston spring, which must, at a minimum, overcome the friction of the piston and its cuff against the walls of the injection chamber. After deducting this force, the spring determines the injection pressure and implements continued fuel injection for 1 ... 2 seconds. The injection ends when the piston is lowered to the bottom of the injection chamber. Further movement of the bar only compresses the spring.
8. Launcher
No matter how well the listed carburetor systems are tuned,

Carburetor K 135 - leakage of mating surfaces. | Topic Author: Egmon

There is literature on GAZonovsky carburetors, and very good one.

Mikhail (Darcie) I apply the angle to the mating plane to assess the non-linearity and non-flatness. As can be seen from the photo, there is an impressive gap - about 2 mm. The reason is the elongated mounting "ears". Why does it happen a little later.

Mikhail (Darcie) If the "ear" is not stretched out too much, it can be corrected with a hammer blow through a wooden spacer. In this case, the deformation was too great and the attempt to straighten it failed (((. Grinding in this case is also not very advisable - the process will be too long, and the removed metal weakens the fixing tide - "ear". Diagnosis - in non-ferrous metal ... PS By the way, I found a recommendation on the internet to heat the carb body with a technical hair dryer, it’s too late for me now ... Here is the link - http://www.niva-faq.msk.ru/tehnika/dvigatel/karb/prit..

Mikhail (Darcie) All further narration is already on the example of another carb, bought at the same time as the "spider" from a decommissioned car. If necessary, the middle part of the carb can be sanded from both sides. To do this, you need to remove large diffusers, because. they protrude beyond the mating plane.

Mikhail (Darcie) For grinding, I use an emery wheel of a suitable diameter, medium grit.

Mikhail (Darcie) The process of grinding is quite simple, I would say primitive - you rub yourself a part in a circular motion and turn it around from time to time. If detached grains of abrasive are felt under the part, you clean the circle. The same is true for salting (adhesion of carb metal). From time to time I wash my water with a cleaning agent (Shumanit, Giant). Probably our distant ancestors, the Neanderthals, worked this way ...

Mikhail (Darcie) As you grind, you check the flatness, dark places remain - you rub further.

Mikhail (Darcie) Things are a little worse with the lower plane. The protrusion of the valve prevents full grinding. I had to grind only where possible. The deformation occurs on the side opposite the float chamber (in terms of the mounting holes on the side of the float chamber, the structure is very rigid and not subject to "pull"). With sufficient patience, I managed to put this plane in order, though I got a general bevel of the plane from the float chamber to the brackets, but it's not significant. Important! - as grinding in, check for "propeller".

Mikhail (Darcie) The surfaces at the bottom of the carb are polished in the same way, of course, if non-flatness is detected during the check. There, when removing parts protruding beyond the plane, there are no problems at all when grinding. I did not grind the mating surfaces of the upper part and the carb cover. The fact is that in the upper part of the carb, the vacuum is small and suction can be in the case of a very large gap. In addition, even if there is a small suction, the only thing that is harmful is the ingress of pollutants contained in the air. Mixing occurs in the area of diffusers and the lower part of the carb, air leakage in these areas leads to a depletion of the mixture with the ensuing consequences - idle instability (often absent), sluggish acceleration, etc. There are sealing ribs on the upper part and the carb cover, the meaning of which consists in an additional seal when they are tightened (labyrinth). When grinding, you will inevitably erase them. Personally, I myself have not met with the removal of the plane of the upper part of the carb and its cover.

Mikhail (Darcie) to be continued.

Valery (Kirsten) Mikhail, Hello. Tell me, what troubles can the deformation of the mating planes cause? Can consumption be affected?

Mikhail (Darcie) Valery, greetings. Air leakage - as a result, a lean mixture, the homogeneity of the mixture will be disturbed, dust will enter the cylinders. Consumption directly is unlikely to fundamentally increase, and power will decrease.

Valery (Kirsten) Mikhail, Thank you very much!

Marat (Boseda) Please tell me the reason for the fuel getting into the carb k135 quality screws. I unscrew the screws, they are wet from gasoline.

Aleksandr (Nicolaas) Mikhail,

Mikhail (Darcie) Marat, overflowing due to an increased level (adjustment by bending the "tongue" or a bad (hardened) cuff on the valve needle. (my opinion)

Tags: How to properly adjust the carburetor for gas 53 video

Nail Poroshin will tell and show once again that the process of searching for "hills" on the twentieth is applicable to any carb...

How to properly adjust the ignition GAZ 53 Arthur | Topic author: Denis

I replaced the timing gear and it still does not work, can anyone come across how to solve it?

Konstantin Look here, it helped more than once.

Katya What exactly doesn't work? Distributor, coil ... What is the gap? Is the container ok?

uvlechenie.info

Carburetor K-126 - device and methods of adjustment

Article author June 09, 2014

The K-126 carburetor is installed on the ZMZ-53 engines of the GAZ-53 car. His circuit diagram similar to the carburetors that were equipped with ZIL-130 and Moskvich-412. The difference is only in the dimensions and adjustment features.

By its design, the carburetor is a balanced, two-chamber with a downward flow of combustible mixture. It is equipped with a mechanically driven economizer and accelerator pump.

The chambers work simultaneously, in each of them the mixture is prepared for 4 cylinders. In the inner part there are diffusers, a float chamber, the main dosing system and an idle device. Accelerator pump nozzles, throttles and an economizer are also installed here.

The case consists of three parts: upper, middle and lower, which are connected with screws. Joints are sealed with special gaskets. Fuel enters the float chamber through the inlet pipe through strainer.

To control the fuel level in the middle part there is a special viewing window. The dosage of fuel is carried out using a needle valve and a brass float.

The mixing chamber device consists of vertical channels located in the carburetor body. Communication with the air nozzle occurs through the top of the chambers. In the middle there are small and large diffusers, and in the bottom there are chokes.

The function of the starting device in the K-126 carburetor is performed by an air damper equipped with an air valve that prevents the formation of an enriched mixture during engine start.

Each chamber is equipped with an autonomous idle system, which consists of jets (air, fuel) and spray holes located at different levels (above and below the edge of the closed throttle). The cross section of the lower through hole is changed by the adjusting screw.

Adjusting the fuel level in the float chamber

The main condition for the correct operation of the float is free movement on the axis and the tightness of the body. The valve needle should move freely, without jamming. In some cases, due to the violation of the integrity of the body of the float, it is almost impossible to adjust the fuel level in the float chamber.

You can check the tightness of the float by immersing it in hot water (80 ° C). The presence of damage is indicated by air bubbles coming out of the housing. To eliminate the malfunction, a needle puncture is made in this place and the remaining water and fuel are removed from the internal cavity. Next, the float must be dried and the hole sealed.

The standard float weight is 12.6-14 g, if it is larger, then in this case it is necessary to remove excess solder.

To check the fuel level in the chamber, the car must be installed on a flat horizontal platform. The level will be checked with the engine running at idle. It should be in the range of 18.5-20.5 mm from the bottom edge of the float chamber connector. If the distance does not match optimal parameters, then carry out the adjustment of the position of the float.

To do this, remove the upper part of the carburetor and bend the tongue of the float bracket in one direction or another. Adjustment should be made carefully so as not to damage the sealing washer, which is located on the dosing needle.

Idle adjustment

The minimum engine speed, at which it works most stably, is adjusted using a screw that changes the composition of the combustible mixture, as well as a stop screw that limits the extreme position of the damper.

Idle speed is adjusted on the engine warmed up to operating temperature(80o C). In addition, all parts of the ignition system must be in good condition, and the gaps must comply with the passport data.

First, it is necessary to tighten the screw for adjusting the quality of the mixture to failure, and then unscrew it by 2.5-3 turns. Start the engine and use the stop screw to set the average speed of the crankshaft. After that, using the quality screw, it is necessary to bring the speed to 600 rpm.

If the K-126 carburetor is adjusted correctly, then with a sharp opening of the damper, the engine should not stall and quickly gain maximum speed.

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Adjustment process

Before you start working with an incorrectly working carburetor, you need to disassemble it. Dismantling should begin by removing air filter, after which you can turn off the throttle and choke actuators, and then remove the fuel hose. The carburetor is located on the intake manifold flange on a standard 53 gas engine.
After that, all elements of the device should be cleaned with gasoline, and then proceed with the actual adjustment.

At the bottom of the device, you can find a part shaped like a mushroom. This is what a centrifugal-vacuum speed limiter looks like. This regulator allows you to set the maximum possible number of revolutions of the crankshaft. If this indicator is exceeded, engine parts will wear out quickly, and the amount of fuel consumed will increase.

It is possible to adjust the carburetor gas 53 by reducing the flow area of the jets, but this is not enough. As a result of this action, the amount of fuel consumed will decrease, but the air supply will remain at the same level, which will lead to unstable operation of the entire propulsion system as a whole.

In some cases, a more practical measure would be to increase the bore of the jets, which will offset the effect of depletion, which "sin" almost all carburetors produced in the 21st century.

In most cases, the carburetors are adjusted for the average temperature at which the engine will fully warm up, however, if the car is expected to be used in severe temperature conditions, the settings should be shifted towards richness. In addition, in such conditions, the engine cannot be started without a thermostat, and in engine compartment there must be additional insulation.

In general, when setting up a carburetor, one should proceed from the conditions in which the engine will be operated. It is impossible that the jets do not match the brand of the carburetor, the air damper must be fully open, and the tightness of the entire engine system must be observed, only in this way it will be possible to achieve ideal engine operation under the given conditions.

autochauffeur.ru

Gas 53 "power system" disassembly of the carburetor

Unpin and remove one end of the low-speed rod from the lever hole, unscrew the seven screws securing the float chamber cover, remove the cover and the gasket under it, trying not to damage the gasket, remove the float axis and remove the float. Remove the fuel valve needle, unscrew the fuel valve body together with the paronite gasket.

It is not recommended to unnecessarily (the gaps between the wall of the air pipe and the damper do not exceed the norm) to remove the air damper. To remove the damper, unscrew the two screws of its fastening, take out the damper, then unscrew the fastening screw of the drive lever bushing, remove the growl! 'Together with the bushing and spring. Take out the axis of the air damper assembly with the lever and the return spring.

Unscrew the filter plug, release the paronite gasket and remove the strainer.

Unscrew the coupling screw of the drive fork of the accelerator pump and the economizer and remove the drive axle together with the drive lever from the bosses of the float chamber cover. Next, disassemble the body of the float chamber.

Remove the accelerator pump drive rod assembly with the piston and economizer drive from the carburetor body by removing the springs from the guide rod. It is not recommended to disassemble the accelerator pump drive. If it is necessary to replace the accelerator pump piston or for other reasons, unscrew the adjusting nuts of the accelerator pump and economizer rods and remove the rods by removing the springs.

The plugs are unscrewed from the outside of the housing, the main fuel jets and the idle air jets of both chambers are unscrewed. To access the emulsion tubes, the main air jets are unscrewed and removed.

Unscrew the idle fuel jets and the economizer valve. Having unscrewed the fuel supply screw, remove the block of sprayers of the accelerator pump and economizer together with the gasket. Take out the delivery valve of the accelerator pump.

Unscrew the large nut at the front of the body and carefully remove the sight glass of the float chamber so as not to damage the gasket. Small diffusers are not allowed to be pressed out of the carburetor body.

Unscrew the four fastening screws and disconnect the displacement chamber from the float chamber. Take out two large diffusers and a gasket between the chambers.

The mixing chamber should not be dismantled unless necessary. If the axis of the throttle valves oscillates in the bosses or the tightness of the dampers to the walls of the chamber is unsatisfactory, and the axial play of the damper in the open state exceeds 0.2 mm, the mixing chamber is disassembled.

To completely disassemble the mixing chamber, unscrew the three screws securing the throttle actuator axis housing and remove it along with the gasket. Unscrew the four screws of the housing cover of the actuator of the speed limiter, remove its gasket and, having unscrewed the three fastening screws and the nut of the two-arm lever of the throttle axis, remove the housing of the actuator.

The spring and the right bearing seal collar are removed from the mixing chamber housing by unscrewing two fastening screws each, and the throttle valves and their axis are removed from the mixing chamber housing. The throttle valves are disconnected from the mixing chamber in exceptional cases when it is impossible to eliminate jamming of the dampers by flushing. In cases of disassembly, the completeness of the throttle valves with respect to the chambers is not allowed to be violated. Before assembly, all parts must be carefully checked and not have noticeable wear in the joints: float axis - float bracket, float axis - cover racks, throttle valve axis - mixing chamber housing bosses, accelerating pump piston-well, accelerator pump drive guide rod - bushing float chamber body.

note2auto.ru

Carburetor GAZ-3307

1 - 220077-P29 Screw M5-6gx10 OST 37.001.127-81

2 - 900902-0 Washer 5

3 - К23-55-01 Rod bracket clamp

4 - K126-1107370 Air damper assembly

5 - K126B-1107302 Bracket

6 - 222963-P29 Screw М3-6gх8

7 - 451306 Gasket

8 - K23-70 Spring bushing of the air damper drive lever

9 - K126N-1107309 Spring

10 - K126N-1107308 Air damper axle spring

11 - К126Н-1107315 Air damper drive lever assembly

12 - 900507 Bolt М4-6gх8

13 - K126B-1107310 Air damper axle assembly

14 - K126B-1107345 Pump drive axle with lever, assy

15 - K126B-1107353 Plank

16 - 900901-0 Spring washer 4N65G

17 - K126B-1107350 Pump drive axle, assembly

18 - 901044-0 Washer 4.2x1

19 - 220081-P29 Screw M5-6gx18 OST 37.001.127-81

20 - 901017-0 Washer 5.2x1

21 - 900509 Bolt М4-6gх13

22 - K124-1107327 Filter plug

23 - K126B-1107242 Jet

24 - K126P-1107246 Fuel-conducting screw

25 - 220056-P29 Screw М4-6gх20

26 - K126B-1107208-11 Atomizer

27 - К126-1107209-А Sprayer gasket

28 - K21-1107218 Discharge valve

29 - K28B-1107025 Bolt М6-6gх1

30 - 900903-0 Washer 6

31 - K126N-1107226 Emulsion tube

32 - K135-1107220 Small diffuser assembly

33 - 901107 Cotter pin 1.6x10

34 - K21-1107244 Ball

35 - 901048-0 Washer 4

36 - K126B-1107024 Low speed thrust

37 - K135-1107150-01 Mixing chamber body assembly

38 - K126B-1107160 Diaphragm mechanism assembly

39 - К135-1107100-03 Housing of mixing chambers with pneumatic centrifugal limiter, assembly

40 - K135-1107202 Jet

41 - 4513С5 Gasket

42 - K127-1107206-11 Plug M10x1-6gx7

43 - K126-1107225 Glass

44 - K126-1107228-A Gasket

45 - K126N-1107216 Nut

46 - K126N-1107244-01 Jet

47 - 451304 Gasket

48 - 451512 Stopper M8x1-6gx7

49 - K126-1107204 Retaining ring

50 - K135-1107204 Fuel jet

51 - K126B-1107210-A Accelerator pump drive assembly

52 - К124-1107320-01 Float assembly

53 - K126N-1107331 Fuel supply valve needle

54 - K126N-1107333-01 Washer

55 - K126N-1107335 Valve needle assembly

56 - K126B-1107332-B Fuel supply valve body

57 - 114-0-1107304 Float axle

58 - K59-1107325 Filter mesh assembly

59 - K135-1107301 Carburetor cover

60 - K126B-1107355 Fork assembly

61 - SL22-5205502 Locking screw

62 - К25А-1107228 Adjusting nut

63 - K126B-1107215 Plank assembly

64 - K36-1107014 Piston spring

65 - K30-1107115 Piston spring

66 - K59-1107217 Washer

67 - 451303 Gasket

68 - K124-1107218 Economizer drive rod

69 - К34-1107013 Spring

70 - K126B-1107245 Piston with rod assembly

71 - K126B-1107240 Piston assembly

72 - К126Ж-1107242 Cuff

73 - K126B-1107280 Economizer valve assembly

74 - 901718-0 Washer

Carburetor GAZ-3307

1 - K126B-1107022 Cover flange

2 - K126B-1107021-A Gasket

3 - K135-1107300-E Float chamber cover assembly

4 - К126-1107012-А Float chamber gasket

5 - К135-1107200-01 Float chamber body assembly

6 - K126B-1107013 Diffuser

7 - К126-1107014А Mixing chamber gasket

8 - K126B-1107102 Throttle damper

9 - K135-1107103 Idling screw

10 - 004-006-14-1-3 Ring

11 - K126B-1107110-B Throttle valve axle assembly

12 - K126B-1107120 Drive axle bearing assembly

13 - K126B-1107125 Drive axle assembly

14 - К13-1107113 Spring

15 - K21-1107108-01 Idle screw

16 - K126N-1107133 Screw

17 - K126B-1107126 Drive axle bearing assembly

18 - 901013-0 Washer 8.2x0.3

19 - 900904-0 Spring washer 8N65G (GOST 6402-70)

20 - 900802-0 Nut М8-6Н

21 - K126B-1107127 Throttle lever

22 - 220079-P29 Screw М5-6gх14

23 - 900902-0 Washer 5

24 - K126B-1107109-A Gasket

25 - 942/8 Bearing assembly

26 - K28B-1107025 Bolt М6-6gх1

27 - 900903-0 Washer 6

28 - 220003-P29 Screw М3-6gх8

29 - K126B-1107154-A Gasket

30 - K126B-1107151 Cuff

31 - K126B-1107152 Cuff washer

32 - K126B-1107153 Spring

33 - K126B-1107168-01 Vacuum jet

34 - K126B-1107167-01 Air jet

35 - K126B-1107170 Diaphragm assembly

36 - K126B-1107155 Lever assembly

37 - 900901-0 Spring washer 4N65G

38 - 901048-0 Washer 4

39 - 220056-P29 Screw М4-6gх20

40 - 901108 Cotter pin 1x8

41 - K126B-1107181-A Cover gasket

42 - K126B-1107182 Cover

43 - 220050-P29 Screw М4-6gх8 OST 37.001.127-81

44 - 900812-0 Nut М6-6Н

45 - K126B-1107158-11 Limiting spring

46 - K126B-1107162 Axle

47 - K126B-1107175 Cover assembly

48 - 220080-P29 Screw М5-6gх16

49 - 291747-P2 Stud M8x1-4hx22

50 - 252135-P2 Washer 8T OST 37.001.115-75

51 - 53-1107015 Gasket between carburetor and intake pipe

52 - 250503-P29 Nut М8х1-4Н5Н

53 - K135 Carburetor GAZ-3307 assembly

54 - 298348-P29 Fitting KG 1/4"

K126-1107370, 126b-1107302, K126N-1107315, K126B-1107345, K126B-1107353, K126B-1107327, K126B-1107242, K126P-1107246, K126N-1107226, K135-1107220, K135-1107150-01, K126B-1107160, K135-1107204, K126B-1107332-B, K135-1107301, K126B-1107245, K126B-1107022, K135-1107300, K126B-1107013, K126B-1107126, K126B-1107168-01, K126B-1107167-01, K135

______________________________________________________________________________

Spare parts and assembly parts catalogs

avtoremtech.ru

Carburetor adjustment. Unstable idle

You can only check the section of the line to the fuel pump by blowing it in the opposite direction. You can even do this with your mouth, remembering to open the cork on the gas tank. The line should be blown relatively easily, and in the tank itself you should hear a characteristic gurgling air passing through gasoline.

After checking the lines before and after the fuel pump and not achieving an effect, check the fuel pump itself. A small mesh is installed in front of its intake valves. If contamination is excluded, check the tightness of the pump valves or the operability of its drive from the engine camshaft.

After making sure that the ignition system is working and the supply part of the power system is working, you can begin to identify possible defects in the carburetor. This section is independent and you can carry out troubleshooting work without prior maintenance and adjustment of the carburetor. Most often, such work has to be performed in case of malfunctions that do not affect, in general, operation, but cause certain inconveniences. It can be all sorts of "failures" when opening the throttle, unstable work at idle increased consumption fuel, sluggish acceleration of the car. Situations are much less common when, for example, the engine does not start at all. In such cases, as a rule, it is much easier to find and fix the problem. Remember one thing: all carburetor malfunctions can be reduced to two - either it is preparing too rich or too lean mixture!

The engine does not start. There can be two reasons for this: either the mixture is too rich and goes beyond the ignition limits, or there is no fuel supply and the mixture is too lean. Re-enrichment can be achieved both due to incorrect adjustments (which is typical for a cold start), and due to a violation of the tightness of the carburetor when the engine is stopped. Re-leaning is a consequence of incorrect adjustments (during a cold start) or lack of fuel supply (clogging).

If no flashes occurred during the starter cranking, there is most likely no fuel supply at all. This is true for cold and hot starts. On a hot engine, for greater reliability, close the choke a little and repeat the start again. The same reason may also be to blame if, when the starter was cranking, the engine made several flashes or even worked for a few moments, but then fell silent. Just gasoline was only enough for a short time, for several cycles.

Make sure the fuel supply line is working. Remove the air filter cover and, opening the throttle valves with your hand, see if there is a stream of gasoline coming from the accelerator pump nozzles. The next step will probably be to remove the top cover of the carburetor and see if there is gasoline in the float chamber (unless, of course, there is a viewing window on the carburetor).

If there is gasoline in the float chamber, then the cause of the difficult start of a cold engine may be a loose closing of the air damper. This may be due to misalignment of the damper on the axis, tight rotation of the axis in the housing or all links of the trigger, improper adjustment of the trigger. Too lean a mixture during a cold start is unable to ignite, but at the same time carries enough gasoline with it to "fill" the spark plugs and stop the start-up process already due to the lack of a spark.

A hot engine, in the presence of gasoline in the float chamber, must be started, at least with the air damper covered, except in the case of complete clogging of the main fuel jet. On a hot engine, the reverse situation is more likely, when the engine does not start from over-enrichment. The fuel pressure after the fuel pump is stored for a long time in front of the float chamber valve, loading it. A worn valve cannot handle the load and leaks fuel. Having evaporated from heated parts, gasoline creates a very rich mixture that fills the entire intake tract. When starting, you have to crank the engine for a long time with a starter to pump all the gasoline vapors until a normal mixture is organized. It is advisable to keep the throttle valves open.

When starting a cold engine, we artificially create a rich mixture, and over-enrichment associated with valve leaks will not be noticeable against the general background of a rich mixture. During a cold start, the trigger mechanism is more likely to be incorrectly adjusted, for example, a small amount of throttle opening by the opener rod.

Unstable idle

In the simplest case, the reason lies in the improper adjustment of idle systems. As a rule, the mixture is too lean. Enrich it with "quality" screws, if necessary, adjust the rotational speed with the "quantity" screw. If no visible effect is observed when adjusting, the reason may be that the float chamber valve is not tight. Gasoline leakage leads to uncontrolled re-enrichment of the mixture. On carburetors with a viewing window, the fuel level is higher than the glass.

Try turning the idle fuel jets tighter. If they do not touch the body with a sealing belt, the gap formed acts as a parallel jet, significantly enriching the mixture. It is possible that the jets are set to a higher capacity than expected. It happens that unstable operation is caused by an insufficient supply of gasoline due to a clogged idle system. The highest probability of clogging is in the idle fuel jet, where the smallest section is. Try to clean it in the way that is described in the "idle presetting" section.

construction machines and equipment, reference

The device and operation of the engine

Carburetor K-126B of GAZ-58A and GAZ-66 cars

The K-126B carburetor is two-chamber, with a falling flow, two-diffuser, balanced. Compensation of a mix is carried out by pneumatic braking of fuel. The design of the K-126B carburetor and its operation are basically similar to the K-126 carburetor discussed above.

In the K-126B carburetor, the adjustment was changed by selecting other sections of diffusers and fuel and air jets; in addition, a mechanically driven economizer is included in the carburetor device. The design of the lower part of the carburetor and the installation of throttle valves in it have been completely changed in connection with the use of a combined pneumo-centrifugal engine speed limiter.

The economizer valve (Fig. 1) opens when the throttle valves are fully opened using a rod with a spring attached to the common drive bar with the accelerator pump plunger. From the economizer valve, fuel flows through the channel and through jets to the atomizers in both mixing chambers.

Rice. 1. diagram of the K-126B carburetor with a pneumatic centrifugal engine speed limiter

In the lower part of the carburetor in the housing of the mixing pipes there are two throttle valves mounted on a common shaft mounted in the housing on two needle bearings. On one side, an intermediate shaft with a drive lever connected to the throttle control pedal is connected to the shaft using a cam coupling. The intermediate roller is mounted on a sleeve in the cover, attached on a gasket to the body of the mixing nozzles. The other end of the damper roller is sealed with a cuff with a spring and enters the body of the restrictor actuator, which is attached to the side of the body of the mixing nozzles.

The pneumocentrifugal combined engine speed limiter consists of two parts: a centrifugal mechanism - a sensor that turns the limiter on and off, and an actuator diaphragm mechanism that turns the throttle valves.

Rice. 2. The device of the pneumocentrifugal engine speed limiter

The centrifugal mechanism, consisting of a housing with a cover and a rotor with a valve, is mounted on the cover of the engine timing gears and is driven from the front end of the camshaft.

The rotor with a hollow axis is installed in the tide of the body on a ceramic-metal bushing lubricated through a wick. The valve is located in the rotor against the seat opening and is attached on a spring to an adjusting screw wrapped in the rotor.

The rotor axis passes through the housing cover and is connected at its end to a coupling fixed on a thread at the front end of the camshaft. The axle is sealed in the cover with an oil seal. Thrust washers are placed on both sides of the rotor.

The diaphragm mechanism is located in a housing attached to the nozzle 24 of the carburetor throttle valves. A flexible diaphragm is fixed between the housing and its cover, the rod of which is connected to a lever fixed on the throttle valve shaft. A spring is also connected to the lever, holding the dampers in the open position. This position of the lever is fixed by the emphasis of the lever shank against the projection of the body. The hatch in the lower part of the body is closed with a lid.

The cavity above the diaphragm is connected by a tube with the hollow axis of the rotor of the centrifugal mechanism and a channel in the housing through two jets is also connected to the cavity of the pipe 24 of one of the throttle valves. The lower cavity of the diaphragm mechanism is constantly connected by a channel with the air pipe of the carburetor. The cavity of the centrifugal mechanism housing is also communicated with the air pipe of the carburetor through the channels and the tube.

The limiter works as follows.

When the engine speed does not exceed the allowable value, the valve is held open by a spring when the rotor rotates. In this case, the vacuum transmitted from the throttle valve nozzle through the jets through the channel into the cavity above the diaphragm is compensated by air passing from the carburetor air nozzle through the channel, tube, through the open valve and tube. Due to the equal pressure on both sides of the diaphragm, it is lowered under the action of the spring and does not affect the throttle valves. The position of the dampers with the mouth is set by the drive lever through the cam clutch from the throttle control pedal.

When the maximum allowable engine speed is reached, the valve of the rotating rotor moves under the action of centrifugal force, overcoming the resistance of the spring, and closes the seat hole. As a result of this, the air pipe with the tube is disconnected from the tube and the upper chamber of the diaphragm mechanism. At the same time, under the action of the vacuum transmitted to this chamber through the channel and jets, and the pressure of the air entering the lower chamber through the channel, the diaphragm rises, overcoming the resistance of the spring. Diaphragm rod 16 turns the roller with a lever and closes the throttle valves, as a result of which the engine speed is limited.

Care of the speed limiter consists in checking the tightness of the connections and tightening the tube fasteners and lubricating the centrifugal mechanism.

On the GAZ-bZF car, a two-chamber carburetor of the K-84MI type was used, which is a modification of the K-84M carburetor with a modified adjustment.

A.N.Tikhomirov

In this article you will find:

CARBURETORS K-126, K-135CAR GAS PAZ

Hello friends, 2 years ago, back in 2012, I ran into this wonderful book, even then I wanted to publish it, but as usual, there was no time, then my family, and now, today I stumbled upon it again and could not remain indifferent, after a little searching on the net, I realized that there are a lot of sites that offer to download it, but I decided to do it for you and publish it for self-development, read for health and gain knowledge.

Principle of operation, device, adjustment, repair

Publishing house "KOLESO" MOSCOW 2002

This brochure is intended for car owners, service station workers and people who study the structure of a car, and considers the theoretical foundations of carburation, design, features, possible methods for repairing and adjusting K-126 and K-135 carburetors of the Leningrad LENKARZ plant (now PECAR "), installed on cars of Gorky and buses of Pavlovsk Automobile Plants.

The brochure is intended for car owners, workshop workers and those who study the car

Cand. tech. Sciences A.N.Tikhomirov

From the author

K-126 series carburetors represent a whole generation of carburetors produced by the Leningrad carburetor plant "LENKARZ", which later became PECAR JSC (Petersburg carburetors), for almost forty years. They appeared in 1964 on the legendary GAZ-53 and GAZ-66 cars simultaneously with the then new ZMZ-53 engine. These engines, from the Zavolzhsky Motor Plant, replaced the famous GAZ-51, along with the single-chamber carburetor used on it.

A little later, since 1968, the Pavlovsk Bus Plant began producing PAZ-672 buses, in the seventies a modification of PAZ-3201 appeared, later PAZ-3205 and an engine made on the basis of the same one used on trucks, but with additional elements. The power system did not change, and the carburetor was also, respectively, of the K-126 family.

The impossibility of immediately completely switching to new engines led to the appearance in 1966 of the transitional car GAZ-52 with a six-cylinder engine. On them, in 1977, the single-chamber carburetor was also replaced by the K-126 with a corresponding replacement of the intake pipe. K-126I was installed on GAZ 52-03, and K-126E was installed on GAZ 52-04. The difference in carburetors concerns only different types of maximum speed limiters. Paired with carburetors K-126I, -E, -D, designed for the GAZ-52, a limiter was installed, which worked due to the high-speed pressure of air passing into the engine. The pneumocentrifugal limiter of the K-126B or K-135 carburetor on ZMZ engines operates on the signal of a centrifugal sensor mounted on the toe of the camshaft.

The ZMZ-53 engines were improved and changed. The last major change occurred in 1985, when the ZMZ-53-11 appeared with a full-flow oil filtration system, a single-stage intake pipe, screw intake ports, increased compression ratio and a K-135 carburetor. But the family has not been broken, the K-135 has all the body parts of the K-126 family and only some differences in the cross sections of the jets. In these carburetors, measures were taken to bring the composition of the prepared mixture to the requirements of the new time, and changes were made to more stringent toxicity standards. In general, the carburetor adjustments have shifted to a poorer side. The design of the carburetor took into account the introduction of an exhaust gas recirculation system (SROG) on engines by adding a vacuum extraction fitting to the SROG valve. In the text, we will not use the K-135 marking except for individual cases, considering it just one of the modifications of the K-126 series.
The natural difference between the engines on which the K-126 is installed is taken into account in the size of the dosing elements. First of all, these are jets, although diffusers of different diameters can also be found. Changes are reflected in the index assigned to each carburetor and this must be kept in mind when trying to replace one carburetor with another. A summary table of the dimensions of the main dosing elements of all modifications of the K-126 is given at the end of the book. The column "K-135" is valid for all modifications: K-135, K-135M, K-135MU, K-135X.

It should be remembered that the carburetor is only part of a complex complex called the engine. If, for example, the ignition system does not work properly, the compression in the cylinders is low, the intake tract is leaking, then at least it is illogical to blame the “failures” or high fuel consumption only on the carburetor. It is necessary to distinguish between defects related specifically to the power supply system, their characteristic manifestations during movement, and nodes that may be responsible for this. To understand the processes occurring in a carburetor, the beginning of the book is given to a description of the theory of regulation of spark ICEs and carburation.

Currently, Pavlovsk buses are practically the only consumers of eight-cylinder ZMZ engines. Accordingly, carburetors of the K-126 family are less and less common in the practice of repair services. At the same time, the operation of carburetors continues to ask questions that need answers. The last section of the book is devoted to identifying possible malfunctions of carburetors and how to eliminate them. Do not expect, however, that you will find a universal "master key" to eliminate every possible defect. Assess the situation for yourself, read what is said in the first section, "attach" it to your specific problem. Carry out a full range of work on adjusting the carburetor components. The book is intended primarily for ordinary drivers and those who maintain or repair power systems in bus or car fleets. I hope that after reading the book they will not have any more questions regarding this family of carburetors.

OPERATING PRINCIPLE AND CARBURETTOR DEVICE

1. Operating modes, ideal carburetor performance.

The power of internal combustion engines is determined by the energy that is contained in the fuel and released during combustion. To achieve more or less power, it is necessary, respectively, to supply more or less fuel to the engine. At the same time, an oxidizing agent, air, is necessary for the combustion of fuel. It is the air that is actually sucked in by the engine pistons during the intake strokes. With the “gas” pedal connected to the throttle valves of the carburetor, the driver can only limit the air supply to the engine or, on the contrary, allow the engine to fill up to the limit. The carburetor, in turn, must automatically monitor the flow of air entering the engine and supply a proportional amount of gasoline.

Thus, the throttle valves located at the outlet of the carburetor regulate the amount of the prepared mixture of air and fuel, and hence the engine load. Full load corresponds to the maximum throttle openings and is characterized by the highest flow of the combustible mixture into the cylinders. At "full" throttle, the engine develops the most power achievable at a given speed. For passenger cars, the share of full loads in real operation is small - about 10 ... 15%. For trucks, on the contrary, full load modes take up to 50% of the operating time. The opposite of full load is idling. In the case of a car, this is the operation of the engine with the gearbox disengaged, no matter what the engine speed is. All intermediate conditions (from idle to full loads) fall under the definition of partial loads.

A change in the amount of mixture passing through the carburetor also occurs at a constant throttle position in the event of a change in engine speed (the number of operating cycles per unit time). In general, the load and speed determine the mode of operation of the engine.

The car engine operates in a huge variety of operating modes caused by changing road conditions or the desire of the driver. Each mode of movement requires its own engine power, each mode of operation corresponds to a certain air flow and must correspond to a certain composition of the mixture. The composition of the mixture refers to the ratio between the amount of air and fuel entering the engine. Theoretically, the complete combustion of one kilogram of gasoline will occur if a little less than 15 kilograms of air is involved. This value is determined by the chemical reactions of combustion and depends on the composition of the fuel itself. However, in real conditions it turns out to be more profitable to maintain the composition of the mixture, although close to the named value, but with deviations in one direction or another. A mixture in which there is less fuel than theoretically necessary is called lean; in which more - rich. For quantitative assessment, it is customary to use the excess air coefficient a, showing the excess air in the mixture:

a \u003d Gv / Gt * 1o

where Gv is the air flow rate entering the engine cylinders, kg / h;

Gt is the consumption of fuel entering the engine cylinders, kg/h;

1o is the estimated amount of air in kilograms required

for burning 1 kg of fuel (14.5 ... 15).

For poor mixtures, a > 1, for rich mixtures, a< 1, смеси с а =1 называются стехиометрическими.

The main engine output parameters are effective power Ne (kW) and specific effective fuel consumption g = Gm/Ne (g/kWh). Specific consumption is a measure of efficiency, an indicator of the perfection of the engine's workflow (the smaller the value of ge, the higher the effective efficiency). Both parameters depend both on the quantity of the mixture and on its composition (quality).
What composition of the mixture is required for each mode can be determined by special adjustment characteristics taken from the engine on a brake stand at fixed throttle positions and constant speeds.
One of these characteristics is shown in Fig. one.

Rice. 1. Adjustment characteristic according to the composition of the mixture: Engine ZMZ 53-18 n=2000 min’, P1,=68 kPa

The graph clearly shows that in this mode, the maximum power is achieved with an enriched mixture a = 0.93 (such a mixture is commonly called power), and the minimum specific fuel consumption, i.e. maximum efficiency, with poor a \u003d 1.13 (the mixture is called economical).

It can be concluded that the reasonable control limits lie in the interval between the points of power and economical adjustments (marked with an arrow in the figure). Outside these limits, the compositions of the combustible mixture are unfavorable, since working on them is accompanied by both a deterioration in efficiency and a drop in power. The increase in engine efficiency when the mixture is lean from power to economical is due to an increase in the completeness of fuel combustion. With further depletion of the mixture, the economy begins to deteriorate again due to a significant drop in power caused by a decrease in the combustion rate of the mixture. This should be remembered by those who, in the hope of reducing the fuel consumption of their engine, seek to limit the flow of gasoline into it.

For all partial load conditions, economical mixtures are preferred, and operating on economical mixtures will not limit us in power. It should be remembered that the power, which at a certain throttle position is achieved only on the power composition of the mixture, can also be obtained on a mixture of an economical composition, only with a slightly larger amount of it (with a larger throttle opening). The leaner the mixture we use, the more it will be required to achieve the same power. In practice, the power composition of the combustible mixture is organized only at full load.

By taking a series of control characteristics at different throttle positions, it is possible to construct the so-called optimal control characteristics, showing how the composition of the mixture should change when the load changes (Fig. 2).

Rice. 2. Characteristics of the optimal regulation of the spark motor

In general, an ideal carburetor (if the focus is on economy rather than toxicity, for example) should change the composition of the mixture in accordance with the abc line. Each point on the section ab corresponds to the economical composition of the mixture for a given load. This is the longest part of the feature. At point b, a smooth transition to the enrichment of the mixture begins, continuing to point c.

Any amount of power could be achieved using only power mixtures over the entire characteristic (line dc). However, running those mixtures at part load doesn't make much sense, as there's room to achieve the same power by simply opening the throttle and letting in more of the still fuel-efficient mixture. Enrichment is really necessary only at full throttle openings, when the reserves for increasing the amount of the mixture are exhausted. If enrichment is not carried out, then the characteristic will “stop” at point b and the power gain ANt will not be achieved. We will get about 90% of the possible power.

2. Carburation, the formation of toxic components

In addition to dosing fuel, an important task facing the carburetor is the organization of mixing fuel with air. The fact is that combustion does not require liquid, but gasified, evaporated fuel. Directly in the carburetor, the first stage of mixture preparation takes place - atomization of the fuel, crushing it into as small drops as possible.

The higher the atomization quality, the more evenly the mixture is distributed over individual cylinders, the more homogeneous the mixture in each cylinder, the higher the flame propagation speed, power and efficiency while reducing the amount of products of incomplete combustion. The complete evaporation process does not have time to occur in the carburetor, and part of the fuel continues to move through the intake pipe to the cylinders in the form of a liquid film. The design of the intake pipe is thus of fundamental importance to the engine output. The heat necessary for the evaporation of the film is specially taken away and supplied to the air-fuel mixture from the coolant.

It should be remembered that the values of the optimal mixture compositions determined by the characteristics may vary depending on various factors. So, for example, they are all defined under the normal thermal state of the engine. The better the fuel is evaporated by the time it enters the cylinders, the leaner mixture compositions can achieve both maximum efficiency and maximum power. If the carburetor prepares an economical mixture for a warm engine, then at low temperatures (when warming up, with a faulty thermostat or its absence), this mixture will turn out to be poorer than necessary, the specific consumption will be sharply increased, and the operation will be unstable. The "colder" the engine, the richer the mixture must be supplied to it.

To a large extent, the composition of the air-fuel mixture determines the toxicity of exhaust gases. It should be remembered that an automobile internal combustion engine can never be completely harmless. As a result of fuel combustion, at the most favorable outcome, carbon dioxide CO2 and water H2O are formed. However, they are not toxic, i.e. poisonous, and do not cause any disease in humans.
Undesirable, first of all, not completely burned components of exhaust gases, the most important and most frequent components of which are carbon monoxide (CO), unburned or only partially burned hydrocarbons (CH), soot (C) and nitrogen oxides (NO "). All of them are toxic and dangerous to the human body. On fig. Figure 3 shows typical concentration curves of the three most known components as a function of mixture composition.

Rice. 3. Dependence of emissions of toxic components on the composition of the gasoline engine mixture

The concentration of carbon monoxide CO naturally increases with the enrichment of the mixture, which is explained by the lack of oxygen for the complete oxidation of carbon to CO2. An increase in the concentrations of unburned CH hydrocarbons in the region of rich mixtures is explained by the same reasons, and when depleted beyond a certain limit (dashed zone in the figure), a sharp rise in the CH curve is due to sluggish combustion and even misfires of such depleted mixtures that sometimes occur.

One of the most toxic components in exhaust gases are oxides of nitrogen, NOx. This symbol is assigned to a mixture of nitrogen oxides NO and NOa, which are not products of fuel combustion, but are formed in engine cylinders in the presence of free oxygen and high temperature. The maximum concentration of nitrogen oxides falls on the compositions of the mixture that are closest to economical ones, and the amount of emissions increases with increasing engine load. The danger of exposure to nitrogen oxides lies in the fact that the poisoning of the body does not appear immediately, and there are no neutralizing agents.
At idle modes, where the toxicity test familiar to all motorists is carried out, this component is not taken into account, since it is “cold” in the engine cylinders and NOx emissions in this mode are very small.

3. Main carburetor dosing system

K-126 carburetors are designed for multi-cylinder truck engines, which have a very large share of work at full loads. All cylinders in such engines, as a rule, are divided into groups, which are fed by separate carburetors or, as in the case of the K-126, by separate chambers of one carburetor. The division into groups is organized by manufacturing an inlet pipe with two independent groups of channels. Cylinders included in the same group are selected so that excessive air pulsations in the carburetor and distortion of mixture compositions.

For ZMZ eight-cylinder V-shaped engines, with the cylinder operation order adopted for them, a uniform alternation of cycles in two groups will be observed when the cylinders operate through one (Fig. 4 A). From fig. 4B it can be seen that with such a division, the channels in the intake pipe must intersect, i.e. be performed at different levels. It was so on the ZMZ-53 engine: the intake pipe was two-tiered.

Rice. 4. Scheme of division of eight-cylinder engines

into groups with uniform alternation:

a) in order of work; b) by location on the engine.

On ZMZ 53-11 engines, among other changes, they simplified the casting of the intake pipe, making it single-tier. From now on, the channels in the groups do not intersect, the cylinders of the left half-block belong to one group, and the right half-block to the second (Fig. 5).

Rice. 5. Scheme of dividing eight-cylinder engines into groups with a single-tier intake pipe:

a) in order of work; b) by location on the engine.

1 - the first chamber of the carburetor, 2 - the second chamber of the carburetor

The cheaper design had a negative impact on the working conditions of the carburetor. The uniformity of the alternation of cycles in each of the groups was violated, and with it the uniformity of the air intake pulses in the carburetor chambers. The engine becomes prone to mixture dispersion in individual cylinders and successive cycles. At some average value, which is prepared by the carburetor, in individual cylinders (or cycles of the same cylinder), the mixture can be either richer or leaner. Therefore, if the average composition of the mixture deviates from the optimum in some cylinders, the mixture is more likely to go beyond the ignition limits (cylinder turns off). It is possible to smooth over the created situation partly due to the presence of a film of unevaporated fuel in the intake pipe, which "creeps" to the cylinders relatively slowly.

Despite all the above features, the K-126 vertical carburetor, with a falling stream, with parallel opening of the throttles, is actually two identical carburetors assembled in one housing, where a common float chamber is located for them. Accordingly, it has two main dosing systems operating in parallel. On fig. 6 shows a diagram of one of them. It has a main air channel, which includes a small diffuser (atomizer) 16, installed in a narrow section of the main large diffuser 15, and a mixing chamber with a throttle 14. The throttle is a plate mounted on an axis, turning which you can adjust the flow area of the mixing chamber and hence the air flow. Parallel opening of the throttles means that in each mixing chamber the throttle valves are installed on a common axle, the drive of which is organized from the “gas” pedal. By acting on the pedal, we open both throttles to the same angle, which ensures equality of air passing through the carburetor chambers.

The main metering system performs the main task of the carburetor - metering fuel in proportion to the air entering the engine. It is based on a diffuser, which is a local narrowing of the main channel. In it, due to the relative increase in air velocity, a rarefaction (pressure below atmospheric pressure) is created, depending on the air flow. The vacuum formed in the diffusers is transmitted to the main fuel jet 11 located at the bottom of the float chamber.

Rice. 6. Scheme of the main dosing system of the K-126 carburetor: 1 - air inlet pipe; 2 - fuel filter plug; 3 - float chamber cover; 4 - fuel filter; 5 - fuel input from the fuel pump; 6 - float chamber valve; 7 - body of the float chamber; 8 - float; 9 - needle of the float chamber valve; 10 - plug of the main fuel jet; 11 - main fuel jet; 12 - main air jet; 13 - emulsion tube; 14 - throttle valve; 15 - large diffuser; 16 - small diffuser; 17 - economizer sprayer; 18 - spray accelerator pump; 19 - air inlet

They are accessed through threaded plugs 10 screwed into the wall of the body of the float chamber 7. Any calibrated hole for dosing fuel, air or emulsion is called a jet. The most critical of them are made in the form of separate parts inserted into the housing on the thread (Fig. 7). For any jet, not only the bore area of the calibrated part is fundamental, but also the ratio between the length and diameter of the calibrated part, the angles of the inlet and outlet chamfers, the quality of the edges, and even the diameters of the non-calibrated parts.

The required proportion of fuel with air is provided by the ratio of the cross-sectional area of the fuel jet and the cross-section of the diffuser. An increase in the jet will lead to an enrichment of the mixture in the entire range of modes. The same effect can be achieved by reducing the flow area of the diffuser. The sections of the carburetor diffusers are selected based on two conflicting requirements: the larger the area of the diffusers, the higher the power can be achieved by the engine, and the worse the quality of fuel atomization due to lower air velocities.

Rice. 7. Scheme of the fuel jet

l is the length of the calibrated part

Given that large diffusers are plug-in and unified in size for all modifications of K-126 (including cars), do not make a mistake when assembling. A diffuser with a diameter of 24 mm can easily be installed in place of a regular one with a diameter of 27 mm.
To further improve the quality of atomization, a scheme with two diffusers (large and small) was used. Small diffusers are separate parts inserted in the middle of the large ones. Each of them has its own atomizer connected by a channel to an opening in the housing from which fuel is supplied.

Be careful about channel orientation!

Each jet is stamped with a number showing the capacity in cm3/min. This marking is accepted on all PECAR carburetors. The check is carried out on a specialized pouring device and means the amount of water in cm3 passing through the jet in the forward direction per minute at a liquid column pressure of 1000 ± 2 mm. Deviations in the throughput of jets from the normative ones should not exceed 1.5%.

Only a specialized company with the appropriate equipment can truly make a jet. Unfortunately, many people take up the production of repair jets, and as a result, one cannot be completely sure that the main fuel jet marked "310" will not actually be the size "285". From experience it is better to never change factory jets, especially since there is no special need for this. The jets do not wear out noticeably even during long-term operation, and a decrease in cross-section due to resins deposited on the calibrated part is unlikely with modern gasolines.

In the carburetor, for the stability of the pressure drop across the fuel jet, the fuel level in the float chamber must remain constant. Ideally, the fuel should be at the level of the atomizer lip. However, in order to prevent spontaneous outflow of gasoline from the atomizer, with possible vehicle tilts, the level is maintained 2 ... 8 mm lower. In most modes of operation (especially a truck, which has a large proportion of full loads), such a decrease in the level cannot have any noticeable effect on the flow of gasoline. The rarefaction in the diffuser can reach a value of 10 kPa (which corresponds to 1300 mm of the "gasoline" column) and, of course, lowering the level by a few millimeters does not change anything. It can be assumed that the composition of the mixture prepared by the carburetor is determined only by the ratio of the areas of the fuel jet and the narrow section of the diffuser. Only at the lowest loads, when the rarefaction in the diffusers falls below 1 kPa, errors in the fuel level begin to have an effect. To eliminate fluctuations in the fuel level in the float chamber, a float mechanism is installed in it. It is assembled entirely on the carburetor cover, and the fuel level is automatically adjusted by changing the bore section of valve 6 (Fig. 8) with valve needle 5, actuated by tongue 4 on the float holder.

Rice. 8. Carburetor float mechanism:

1 - float; 2 - float stroke limiter; 3 - axis of the float; 4 - level adjustment tab; 5 - valve needle; 6 - valve body; 7 - sealing washer; A is the distance from the plane of the cover connector to the upper point of the float; B - gap between the end of the needle and the tongue

As soon as the fuel level drops below the predetermined level, the float lowers the tongue, lowering with it, which will allow the needle 5, under the influence of the fuel pressure created by the fuel pump, and its own weight to lower and let more gasoline into the chamber. It can be seen that the fuel pressure plays a certain role in the operation of the float chamber. Almost all gasoline pumps must create a gasoline pressure of 15 ... 30 kPa. Deviations to a large side can, even with the correct adjustments of the float mechanism, create fuel leakage through the needle.

To control the fuel level in earlier modifications of the K-126, there was a viewing window on the wall of the float chamber housing. Along the edges of the window, approximately along its diameter, there were two tides that marked the line of normal fuel level. In the latest modifications, there is no window, and the normal level is marked with a mark 3 (Fig. 9) on the outside of the body.

To increase the reliability of locking, a small polyurethane washer 7 is put on the valve needle 5 (Fig. 8), which retains elasticity in gasoline and reduces the locking force several times. In addition, due to its deformation, float fluctuations that inevitably occur when the car is moving are smoothed out. When the washer is destroyed, the tightness of the assembly is immediately irreversibly violated.

The float itself can be brass or plastic. The reliability (tightness) of both is quite high, unless you yourself deform it. So that the float does not knock on the bottom of the float chamber in the absence of gasoline in it (which is most likely when dual-fuel gas-balloon vehicles are operating), there is a second antennae 2 on the float holder, which rests on a rack in the housing. By bending it, the stroke of the needle is regulated, which should be 1.2 ... 1.5 mm. On a plastic float, this antennae is also plastic, i.e. you can't bend it. Needle stroke is not adjustable.

An elementary carburetor, having only a diffuser, an atomizer, a float chamber and a fuel jet, is able to maintain the composition of the mixture approximately constant throughout the entire region of air flow (except for the smallest ones). But in order to get as close as possible to the ideal dosing characteristic, the mixture should be leaner with increasing load (see Fig. 2, section ab). This problem is solved by introducing a mixture compensation system with pneumatic fuel braking. It includes an emulsion well installed between the fuel jet and the atomizer with an emulsion tube 13 and an air jet 12 placed in it (see Fig. 6).

The emulsion tube is a brass tube with a closed lower end, having four holes at a certain height. It descends into the emulsion well and is pressed from above with an air jet screwed on the thread. With an increase in load (vacuum in the emulsion well), the fuel level inside the emulsion tube drops and, at a certain value, is below the holes. Air begins to flow into the atomizer channel, passing through the air jet and holes in the emulsion tube. This air mixes with the fuel before it exits the atomizer, forming an emulsion (hence the name), facilitating further atomization in the diffuser. But the main thing is that the supply of additional air lowers the level of vacuums transmitted to the fuel jet, thereby preventing excessive enrichment of the mixture and giving the characteristic the necessary “slope”. Changing the cross section of the air jet will have practically no effect at low engine loads. At high loads (high air flow rates), an increase in the air jet will provide a greater depletion of the mixture, and a decrease - enrichment.

4. Idling system

At low air flow rates, which are available at idle, the vacuum in the diffusers is very small. This leads to instability of fuel dosing and a high dependence of its consumption on external factors, for example, the fuel level. Under the throttle valves in the intake pipe, on the contrary, it is in this mode that the vacuum is high. Therefore, at idle and at small throttle opening angles, the fuel supply to the atomizer is replaced by the supply under the throttle valves. For this, the carburetor is equipped with a special idle system (CXX).

On K-126 carburetors, the CXX scheme with throttle spraying is used. The air into the engine at idle passes through a narrow annular gap between the walls of the mixing chambers and the edges of the throttle valves. The degree of closure of the throttles and the cross section of the slots formed is regulated by the stop screw 1 (Fig. 10). Screw 1 is called the "quantity" screw. By turning it in or out, we regulate the amount of air entering the engine, and thereby change the engine idling speed.

The throttle valves in both chambers of the carburetor are installed on the same axis and the “quantity” stop screw adjusts the position of both throttles. However, the inevitable errors in the installation of throttle plates on the axis lead to the fact that the flow area around the throttles can be different. At large opening angles, these differences are not noticeable against the background of large flow sections. At idle, on the contrary, the slightest differences in the installation of throttles become fundamental. The inequality of the flow sections of the carburetor chambers causes different air flow through them. Therefore, in carburetors with parallel opening of throttles, one screw for adjusting the quality of the mixture cannot be installed. Personal adjustment by cameras is required with two “quality” screws.

Rice. 10. Carburetor adjusting screws:

1 - throttle stop screw (quantity screw); 2 - mixture composition screws (quality screws); 3 - restrictive caps

In the family under consideration, there is one K-135X carburetor, in which the idle system was common to both chambers. There was only one “quality” adjusting screw and was installed in the center of the mixing chamber body. From it, fuel was supplied to a wide channel, from which it diverged into both chambers. This was done to organize the EPHH system, the forced idle economizer. The solenoid valve blocked the common idle channel and was controlled by the electronic unit according to signals from the ignition distributor sensor (speed signal) and from the limit switch installed at the "quantity" screw. The modified screw with the platform is visible in fig. 14. Otherwise, the carburetor does not differ from the K-135.

The K-135X is an exception and, as a rule, carburetors have two independent idle systems in each carburetor chamber. One of them is schematically shown in Fig. 11. The selection of fuel in them is made from the emulsion well 3 of the main metering system after the main fuel jet 2. From here, the fuel is supplied to the idle fuel jet 9, screwed vertically into the body of the float chamber through the cover so that it can be turned out without disassembling the carburetor. The calibrated part of the jets is made on the toe, below the sealing belt, which abuts against the body when screwed. If there is no tight contact of the belt, the resulting gap will act as a parallel jet with a corresponding increase in cross section. On older carburetors, the idle fuel jet had an elongated nose that dropped to the bottom of its well.

After leaving the fuel jet, the fuel meets the air supplied through the idle air jet 7, screwed under the plug 8. engine.
The mixture of fuel and air forms an emulsion, which descends through channel 6 down to the throttle body. Further, the flow is divided: part goes to the transition hole 5 just above the throttle edge, and the second part goes to the “quality” adjusting screw 4. After adjusting the screw, the emulsion is discharged directly into the mixing chamber after the throttle valve.

On the carburetor body, the “quality” screws 2 (Fig. 10) are located symmetrically in the throttle body in special niches. To prevent the owner from violating the adjustments, the screws can be sealed. To do this, they can be put on plastic caps 3, which limit the rotation of the adjusting screws.

5. Transition systems

If the throttle of the primary chamber is smoothly opened, then the amount of air passing through the main diffuser will increase, but the vacuum in it will still not be enough for the fuel to flow out of the atomizer for some time. The amount of fuel supplied through the idle system will remain unchanged, since it is determined by the vacuum behind the throttle. As a result, the mixture will begin to become leaner during the transition from idling to the operation of the main dosing system, up to the engine shutdown. To eliminate the “failure”, transitional systems are organized that operate at small throttle opening angles. They are based on vias located above the upper edge of each throttle when they are positioned against the “quantity” screw. They act as additional variable-section air jets that control the vacuum at the idle fuel jets. At minimum idle speed, the via is located above the throttle in an area where there is no vacuum. There is no leakage of gasoline through it. When moving the throttle up, the holes are first blocked due to the thickness of the damper, and then they fall into the zone of high throttle vacuum. High vacuum is transmitted to the fuel jet and increases fuel flow through it. The outflow of gasoline begins not only through the outlet holes after the “quality” screws, but also from the through holes in each chamber.

The cross section and location of the vias are chosen so that with a smooth opening of the throttle, the composition of the mixture should remain approximately constant. However, to solve this problem, one via, which is available on K-126, is not enough. Its presence only helps to smooth out the “failure” without completely eliminating it. This is especially noticeable on the K-135, where the idle system is made poorer. In addition, the operation of the transitional systems in each of the chambers is affected by the identical installation of the throttle plates on the axle. If one of the throttles is higher than the second, then it begins to block the via earlier. In the other chamber, and hence in the group of cylinders, the mixture may remain poor. Again, the fact that for a truck the operating time at light loads is short helps to smooth out the poor quality of the transitional systems. Drivers “step over” this mode by opening the throttle immediately to a large angle. To a large extent, the quality of the transition to the load depends on the operation of the accelerator pump.

6. Economizer

The economizer is a device for supplying additional fuel (enrichment) at full load. Enrichment is necessary only at full throttle openings, when the reserves for increasing the amount of the mixture have been exhausted (see Fig. 2, section bc). If enrichment k is carried out, then the characteristic will “stop” at point b and the increase in power ANe will not be achieved. We will get about 90% of the possible power.

In the K-126 carburetor, one economizer serves both carburetor chambers. On fig. 12 shows only one camera and its related channels.
The economizer valve 12 is screwed into the bottom of a special niche in the float chamber. Above it is always gasoline. In the normal position, the valve is closed, and in order to open it, a special rod 13 must press on it. The rod is fixed on a common bar 1 together with the piston of the accelerator pump 2. With the help of a spring on the guide rod, the bar is held in the upper position. The bar is moved by a drive lever 3 with a roller, which is turned by a rod 4 from the throttle drive lever 10. The drive adjustments should ensure that the economizer valve is activated when the throttles are opened by about 80%.

From the economizer valve, fuel is supplied through channel 9 in the carburetor body to the atomizer unit. The K-126 atomizer block combines two atomizers of the economizer 6 and the accelerator pump 5 (for each carburetor chamber). The atomizers are located above the fuel level in the float chamber and for the expiration through them, gasoline must rise to a certain height. This is possible only in modes where the spray nozzles have a rarefaction. As a result, the economizer supplies gasoline only when the throttles are fully opened and the speed is increased, i.e. partly performs the functions of an econostat.
The higher the rotational speed, the greater the vacuum created at the atomizers, and the more fuel is supplied by the economizer.

Rice. 12. Scheme of economizer and accelerator pump:

1 - drive bar; 2 - accelerator pump piston; 3 - drive lever with a roller; 4 - thrust; 5 - spray accelerator pump; 6 - economizer sprayer; 7 - discharge valve; 8 - fuel supply channel of the accelerator pump; 9 — economizer fuel supply drip; 10 - throttle lever; 11 - inlet valve; 12 - economizer valve; 13 — economizer push rod; 14 - guide rod

7. Accelerator pump

All the systems described above ensure the operation of the engine in stationary conditions, when the operating modes do not change, or change smoothly. With sharp pressure on the "gas" pedal, the conditions for supplying fuel are completely different. The fact is that the fuel enters the engine cylinders only partially evaporated. Some of it moves along the intake pipe in the form of a liquid film, evaporating from the heat supplied to the intake pipe from the coolant circulating in a special jacket at the bottom of the intake pipe. The film moves slowly and the final evaporation can occur already in the engine cylinders. With a sharp change in throttle position, the air almost instantly takes on a new state and reaches the cylinders, which cannot be said about fuel. That part of it, which is enclosed in a film, cannot also quickly reach the cylinders, which causes some delay - a “failure” when the throttles are suddenly opened. It is aggravated by the fact that when the throttles are opened, the vacuum in the intake pipe drops, and at the same time, the conditions for gasoline evaporation worsen.

To eliminate the unpleasant “failure” during acceleration, so-called accelerator pumps are installed on carburetors - devices that supply additional fuel only with sharp throttle openings. Of course, it will also turn into a fuel film in many respects, but due to a larger amount of gasoline, the “failure” can be smoothed out.

On K-126 carburetors, a mechanical piston-type accelerator pump is used, which supplies fuel to both chambers of the carburetor, regardless of the air flow (Fig. 12). It has a piston 2, moving in the discharge chamber, and two valves - inlet 11 and discharge 7, located in front of the atomizer block. The piston is fixed on a common bar 1 together with the economizer push rod. The piston moves up during the suction stroke (when the throttle is closed) under the action of a return spring, and when the throttle is opened, the bar with the piston goes down under the action of lever 3, driven by rod 4 from throttle lever 10. In the first K-126 designs, the piston did not have a special seal and had inevitable leaks during operation. The modern piston has a rubber sealing cuff that completely insulates the discharge cavity.

On the course of suction, under the action of a spring, piston 2 rises and increases the volume of the discharge cavity. Gasoline from the float chamber through the inlet valve 11 passes freely into the discharge chamber. The discharge valve 7 in front of the atomizer closes and does not let air into the injection chamber.

With a sharp turn of the throttle drive lever 10, the rod 4 turns on the axis the lever 3 with the roller, which presses the bar 1 with the piston 2. Since the piston is connected to the bar through the spring, in the first moments, the diaphragm does not move, but only the spring is compressed under the bar, since gasoline filling the chamber cannot leave it quickly. Further, the already compressed piston spring begins to squeeze out gasoline from the discharge chamber to the sprayer 5. The discharge valve does not prevent this, and the inlet valve 11 blocks the possible leakage of fuel back into the float chamber.
The injection is thus determined by the piston spring, which must, at a minimum, overcome the friction of the piston and its cuff against the walls of the injection chamber. After deducting this force, the spring determines the injection pressure and implements continued fuel injection for 1 ... 2 seconds. The injection ends when the piston is lowered to the bottom of the injection chamber. Further movement of the bar only compresses the spring.

8. Launcher

No matter how well the listed carburetor systems are configured, its operation cannot be considered complete if measures are not taken to ensure the proper composition of the mixture when starting a cold engine and warming it up. The peculiarity of a cold start is that the resistance to turning the crankshaft due to thick oil is high, the engine turns at a low speed, the vacuum in the intake system is small, and there is practically no evaporation of gasoline.
For a reliable cold start in conditions of poor fuel volatility, the creation of the required mixture composition is possible only by multiplying the amount of gasoline supplied to the engine.
A significant part of it still will not evaporate, but a larger amount of gasoline will produce a larger amount of vapors, which, mixed with air, will organize a mixture that can ignite.

The creation of an extremely rich mixture during a cold start is carried out using an air damper 7 installed in the air channel above the diffusers 5 (Fig. 13). The air damper is fully closed in the cocked position. Air is forced to pass into the engine through two air valves 6, overcoming the resistance of the springs. As a result, an increased vacuum is formed under the damper, disproportionate to the actual air flow through the carburetor. The amount of air practically does not change, but at the nozzle outlet of the main dosing system, an increased vacuum causes an increased outflow of gasoline. The greater the force of the springs of the air valves, the higher the vacuum and the greater the enrichment created in the start-up mode.

However, enrichment of the mixture alone is not enough for a reliable start-up. To cold engine could work independently, the amount of supplied rich mixture should also be increased. Otherwise, the work done in the engine cylinders will be insufficient to overcome the increased resistance to cranking of all engine mechanisms.

Rice. 13. Scheme of the starting device for the K-126 carburetor: 1 - float mechanism; 2 - main fuel jet; 3 - emulsion well; 4 - throttle body; 5 - diffusers of the main dosing system; 6 - air valve; 7 - air damper; A - throttle opening

To increase the amount of mixture on the cocked trigger mechanism, in addition to closing the air damper, simultaneous opening of the throttle valves is provided. The amount of throttle opening A determines the amount of mixture supplied to the engine.

Rice. 14. Adjusting the opening angle of the throttle valves when closed

air damper (cold start):

1 - throttle lever; 2 - thrust; 3 - adjusting bar; 4 - accelerator pump drive lever; 5 - air damper drive lever; 6-axis air damper

Two main elements - an air damper and a slightly opener - make it possible to provide the first stage of a cold start, i.e. the start itself and the first few revolutions of the motor shaft. After the rotational speed has increased by more than 1000 min "', the vacuum in the intake system increases sharply, a high temperature is created in the engine cylinders and the mixture supplied by the starting device becomes too rich.

If steps are not taken to reduce enrichment, the engine will most likely stop after a few seconds. The driver must remove the excessive enrichment by sinking the starter drive button (the “choke” button). The air damper opens slightly and the air begins to pass not only through the air valves, but also around. At the same time, there is a decrease in the slightly open throttles and a corresponding decrease in the supply of the combustible mixture and speed. The regulation of the mixture in the warm-up mode is completely entrusted to the driver, who must sensitively adjust the position of the "suction" handle in order to prevent both excessive enrichment and excessive depletion of the mixture.

All control of the starting device is carried out from one lever of the air damper drive 5 (Fig. 14). The driver, pulling out the starter drive handle in the cabin, turns lever 5 counterclockwise, and thereby cocks the entire start-up mechanism. The axis of the air damper 6, connected with the lever 5, rotates and closes it. One shoulder on the lever 5, when turning, slides along the adjusting bar 3 and. turns the lever 4 of the accelerator pump drive at a certain angle. At the same time, the thrust 2 opens the throttle valves through the lever 1, increasing the flow area for the mixture. The amount of throttle opening is regulated by moving the adjusting bar 3. To increase the opening, the bar should be moved towards the lever 5.

9. Engine speed limiter

K-126 carburetors are designed for truck engines with increased load conditions. This is not a whim of drivers, just in order to move, accelerate, lift such a heavy car uphill, more power is needed. With an increase in revolutions, the engine power naturally increases, but the wear of the parts of the cylinder-piston group also naturally increases. To prevent increased wear, truck engines are usually limited by the crankshaft speed. Regulation is carried out by changing the flow area of the intake tract, and can be carried out in two ways: with the help of special regulator valves, or by the carburetor throttle valves themselves.

The design of the limiter includes a special stabilizing device that prevents the opening of the regulator damper.
Separate limiters for the maximum speed of engines with a K-126I, -E carburetor are used on six-cylinder GAZ-52 engines. The limiter is available as a separate spacer, which is mounted between the carburetor and the engine intake pipe (Fig. 15). Under the K-126, the limiter has two chambers, coinciding with the chambers of the carburetor. In each of them, the main parts are a damper and a spring. The dampers are installed eccentrically to the carburetor centerline and at a certain initial angle.

When the engine is running, the dampers of the regulator are affected by the velocity pressure of the combustible mixture and the vacuum present in the throttle cavity. The total moment of forces acting on the dampers will tend to close them. This closing is counteracted by the spring of the limiter 14. Rotation of the flaps towards the cover can only occur if the total moment of forces acting on the flaps increases and becomes greater than the moment of the spring. In order for the flaps to close relatively smoothly, the spring force application arm is made variable.

Rice. 15. Pneumatic speed limiter: 1 - piston; 2 - stock; 3 - roller; 4 - bracket; 5 - axis; 6 - dampers of the regulator; 7 - screw; 8 - nut; 9 - felt filter; 10 - spring clamp; 11 - cam; 12 - body; 13 - tape traction; 14 - limiter spring with the carburetor throttle covered.

With the carburetor throttle closed. The device consists of a rod 2, a piston 1 and a well, the rod is connected to the regulator throttle. The air enters the well through a felt filter 9, fixed in the housing with a washer and a spring clip 10. If, with the carburetor throttle valves closed, large vacuums occur above the regulator damper, then it will also be covered, at partial loads without “overshoots”.

The K-126 carburetor for eight-cylinder engines has a built-in pneumatic centrifugal maximum speed limiter. This limiter consists of two main units: a command pneumocentrifugal sensor and a membrane actuator (Fig. 16)

The pneumocentrifugal sensor consists of a stator housing and a rotor 3 located inside. The sensor is mounted on the cover of the engine timing mechanism, and the rotor is rigidly connected to camshaft. The valve mechanism of the rotor is located perpendicular to the axis of rotation. Valve 4 simultaneously plays the role of a centrifugal regulator weight. The internal cavity of the rotor communicates with one output of the sensor, and the cavity of the housing - with another. The message of the two formed chambers occurs only through the valve seat when it is in its open position. mechanism 1 is fastened with three screws to the body of the carburetor mixing chambers. It consists of a membrane with a rod 2, a two-arm lever 8 and a spring 7.
The two-arm lever is fixed with a nut on the axis of the throttle valves 11. The spring, engaged on one lever arm, is put on the pin fixed in the body of the actuator with the second end. To adjust the spring preload, the pin can be installed in any of the four sockets provided in the housing. The membrane rod is hooked to the other arm of the lever. The cavities inside the actuator under and above the membrane have outlets that are connected by copper tubes 6 to the corresponding outlets on the centrifugal sensor.

Rice. 16. Scheme of the pneumocentrifugal limiter of frequency: 1 - actuating mechanism limiter; 2 - membrane with a rod; 3 - centrifugal sensor rotor; 4 - valve; 5 — sensor adjustment screw; 6 - connecting tubes; 7 - limiter spring; 8 - two-arm lever; 9 - channel into the submembrane cavity; 10 - jets in the channels of the supra-membrane cavity; 11 - throttle axis; 12 - vacuum supply channel; 13 - fork connection; 14 - throttle drive lever

The carburetor's throttle valve axle is mounted in roller bearings to reduce friction and enable rotation by a relatively weak membrane mechanism. To seal the cavity of the actuator, the axis of the throttle valves is sealed with a rubber gland pressed against the walls of the chamber by a spacer spring. At the second end of the axle is the throttle drive lever 14, mounted on its short axle. The connection of the drive axis with the axis of the fork-type chokes 13 is made so that under the action of the membrane mechanism of the limiter, the chokes can be closed regardless of the position of the drive lever.

Thus, the name "drive lever" is conditional. It does not actually open the throttles (nor does the person pressing the drive pedal), but only gives "permission" to the throttles to open. The actual opening of the carburetor throttles is carried out by a spring in the actuator housing, provided that the regulator has not yet entered into operation (the rotational speed has not reached the limit value).

The cavity above the membrane is connected by a channel simultaneously with the space under and above the throttle valves through two jets 10. Through them there is a constant overflow of air from the space above the throttle into the throttle space. The resulting vacuum entering the above membrane cavity is, as a result, lower than the purely throttle vacuum, but sufficient to overcome the spring force and move the membrane upward. The cavity of the actuator under the membrane channel 9 communicates with the intake neck of the carburetor. The centrifugal sensor is connected to the diaphragm actuator in parallel.

At frequencies below the threshold (3200 min»1), the valve in the sensor rotor is pulled away from the seat by a spring. Through the hole in the seat, the outputs from the sensor communicate with each other and shunt the supra- and submembrane cavities. The vacuum coming from under the throttle through channel 12 is extinguished by air coming from the carburetor neck through a centrifugal sensor. The membrane is not able to overpower the spring that opens the throttle. When the maximum speed is reached, the centrifugal forces acting on valve 4 overcome the force of the spring and press the valve against the seat. The outputs of the centrifugal sensor are disconnected, and the membrane chamber remains under the action of a different vacuum on both sides of the membrane. The membrane, together with the rod, moves upward and closes the throttles, despite the fact that the driver continues to press or keep the drive lever 14 pressed.

CARBURETTOR MAINTENANCE AND ADJUSTMENT

The creation of a reliable design is ensured, on the one hand, by designers who lay down solutions with high operational reliability and maintainability, and on the other hand, by the competent operation of devices to maintain proper technical condition. K-126 carburetors are very simple in design, moderately reliable and require minimal maintenance with proper operation.

Most malfunctions occur either after unskilled intervention in the adjustments or in the event of clogging of the dosing elements with solid particles. Among the types of maintenance, the most common are flushing, adjusting the fuel level in the float chamber, checking the operation of the accelerator pump, adjusting the start-up system and the idle system.
Another service option is when intervention in the carburetor occurs only after a clear malfunction has been detected. In other words, repair. In this case, only those nodes that are previously identified as the most likely culprits of malfunctions can be disassembled.

For maintenance and adjustment of the carburetor, it is not always necessary to remove it from the engine. By removing the air filter housing, it is already possible to provide access to many carburetor devices. If you still decide to carry out a complete maintenance of your carburetor, then it is better to do this by removing it from the car.

Dismantling the carburetor

After the air filter housing is removed, it begins with disconnecting the gasoline supply hose from the carburetor, the vacuum extraction tubes for the vacuum ignition timing regulator and the recirculation valve (if any), two copper tubes from the limiter and the air damper control rod. The rod is fastened with two screws: one on the bracket secures the braid, and the second on the air damper actuator lever secures the rod itself. To disconnect the throttle actuator rod, it is more expedient to unscrew the nut on the throttle control lever, which fastens the rack with a spherical head from the inside.

The rack will be removed from the lever and remain on the rod coming from the driver's pedal. Then it remains to unscrew the four nuts securing the carburetor to the intake pipe, remove the washers so that they do not accidentally fall inward, and remove the carburetor from the studs. It is necessary to separate the gasket under it so that it does not stick, but remains on the intake pipe. Next, you can set the carburetor aside and be sure to securely plug the holes on the intake pipe with some rag. This operation will not take much time, but will prevent many troubles associated with getting something (for example, nuts) inside the engine.

Flushing the carburetor

Although K-126, like all carburetors, is demanding on cleanliness, frequent flushing should not be abused. When disassembling, it is easy to bring dirt into the carburetor or break worn-in connections or seals. External washing is done with a brush using any liquid that dissolves oily deposits. It can be gasoline, kerosene, diesel fuel, their analogues or special flushing fluids that are soluble in water. The latter are preferable because they are not so aggressive to human skin and are not flammable. After washing, you can blow air over the carburetor, or simply blot lightly with a clean cloth to dry the surface. As already mentioned, the need for this operation is small, and it is not necessary to wash only for the sake of shine on the surfaces. To flush the internal cavities of the carburetor, you will need to at least remove the float chamber cover.

Removing the top cover

you need to start by disconnecting the economizer drive rod and the accelerator pump. To do this, unpin and remove the upper end of the link 2 from the hole in the lever (see Fig. 14). Then, unscrew the seven screws securing the float chamber cover, and remove the cover without damaging the gasket. To make it easier to remove the cover, press the choke lever with your finger until it is in a vertical position. At the same time, it turns out to be opposite the recess in the body and does not cling to it. Take the cover aside and only then turn it over the table so that the screws fall out (if you did not remove them immediately). Evaluate the quality of the impression and the general condition of the gasket. It should not be torn and a clear imprint of the body should be traced around the perimeter.

Warning: Do not put the carburetor cap on the table with the float down!

Cleaning the float chamber

It is carried out in order to remove the sediment that forms at its bottom. With the cover removed, remove the bar with the accelerator pump piston and the economizer drive and remove the spring from the guide. Next, rinse and scrape off those deposits that are easily fed. Dirt that has stuck firmly to the walls is not dangerous - let it remain. Otherwise, with careless work, debris may begin to float inside. The probability of clogging of channels or jets with improper cleaning is much greater than during normal operation.

There is only one source of debris in the float chamber - gasoline. Most likely, the fuel filter does not work on the engine (that is, it formally stands, but does not filter anything). Check the status of all filters. Except filter fine cleaning, which is mounted on the engine and has a mesh, paper or ceramic filter element inside, there is another one on the carburetor itself. It is located under plug 1 (Fig. 17) near the gasoline supply fitting on the carburetor cover.

Filter Care

It consists in cleaning the sump from dirt, water and sediment and replacing paper filter elements. Mesh filter elements should be washed, and ceramic ones can be burned out by heating them until the gasoline accumulated in the pores ignites spontaneously. Of course, this must be done with all precautions. After cooling slowly, the ceramic filter element can be reused many times.

Checking the condition of the jets

Under the float at the bottom of the float chamber are two main fuel jets. Unscrew two plugs 10 (Fig. 17) outside the body of the float chamber and unscrew the fuel jets of the main dosing system. Check through their channels for cleanliness and read the markings embossed on each of them. The marking must match the brand of the carburetor.

Rice. 17. View of the carburetor from the drive side:
1 - fuel filter plug; 2 - adjusting strip of the opener;
3 - accelerator pump drive lever; 4 - axis of the air damper;
5 - air damper drive lever; 6 - thrust; 7 - screw "quantity";
8 - throttle drive lever; 9 — the union of selection of rarefaction on the valve
recycling; 10 - plugs of the main fuel jets

Two air jets of the main dosing system 6 are visible on the upper plane of the housing connector (Fig. 18). Air jets are more likely to become clogged than fuel jets because they are subject to "direct hit" by particles flying from above with the air. The reason may be imperfect air purification.

Traditionally, an inertia-oil air filter was installed on engines with K-126. The degree of air purification in them reaches 98% with proper assembly and timely maintenance (changing the oil in the filter housing, washing the muddle). But if a gasket is not placed between the filter housing and the carburetor, or it is squeezed out to the side when tightened, then a gap is formed for uncleaned air through which it can enter the engine.

Relatively recently, air filters with a paper filter element began to be installed on ZMZ-511, -513, -523 engines, the degree of purification of which is close to 99.5%. The filter element is located in a massive metal case with a lid fastened with five fasteners. With weak fasteners on the filter housing, the filter element is not pressed and passes air past itself. Loose fasteners are usually the result of backfiring into the carburetor when running on a cold engine or with incorrect adjustments. If you notice that some of the five fasteners are loose and rattling, try bending them, although this will require some effort. Fuzzy compression of the filter element inside the housing also occurs if its sealing rings on the end surfaces are made of hard rubber or plastic. When buying, pay attention to this, and do not take an element with a dubious sealing belt.

Rice. 18. View of the body of the float chamber:
1 - small diffusers; 2 - block of economizer and accelerator sprayers;
3 - large diffusers; 4 - idle fuel jets;
5 - plugs of idle air jets; 6 - main air jets;
7 - main fuel jets; 8 — economizer valve;
9 - accelerator pump discharge chamber

The second point is the condition of the engine. The fact is that it uses a closed crankcase ventilation system (Fig. 19). Crankcase gases, which are a mixture of exhaust gases that have entered the crankcase through non-densities piston rings, and oil vapors, brought by a special hose 3 into the space of the air filter for re-burning.

Rice. 19. Diagram of a closed crankcase ventilation system:
1 - air filter; 2 - carburetor; 3 — a hose of the main branch of ventilation;
4 — a hose of an additional branch of ventilation; 5 - oil separator;
6 - gasket; 7 - flame arrester; 8 - inlet pipe; 9 - fitting

The oil entrained by these gases must be separated in the oil separator 5 and if everything is in order, only traces of it are visible on the inner surface of the filter housing (with a paper filter element). However, when using very bad oil it actively oxidizes inside the engine, forming a huge amount of soot. When passing through the internal cavities of the engine, crankcase gases take with them particles of soot from the walls and carry them into the cavity of the air filter and further to the carburetor. Particles settle on the top cover of the carburetor and penetrate to the air jets, clogging them. Reducing the cross section of the air jets during clogging shifts the composition of the prepared mixture towards enrichment. This means, first of all, excessive fuel consumption and increased emission of toxic components.

Considering a closed ventilation system as unnecessary and harmful, drivers often remove the ventilation hose from the air filter. At the same time, such an amount of dirty air passes through the open ventilation fitting that it is no longer necessary to talk about the quality of filtration, and it is also surprising to quickly clog the carburetor (and engine wear).

The result of the operation of the crankcase ventilation system is a dark coating on all surfaces of the carburetor air path: on the walls of the neck, diffusers, dampers. It is not necessary to strive to completely clean it. Plaque adheres strongly to the walls, cannot fall into narrow calibrated channels and clog the jets.

From above, on the plane of the carburetor connector, idle fuel jets 4 are screwed (Fig. 18). The diameters of the channels of these jets are about 0.6 mm and the probability of clogging is high for them. Next to them, on the side of the body, under the plugs, idle air jets are screwed. Turn them out and make sure that both the jets and the air supply channels are clean.

It is better to clean the jets by wetting them with gasoline and at the same time cleaning them with a match or copper wire. Do this several times, gradually soaking hardened deposits. Do not use brute force - you can break the calibrated surface. As a result, the characteristic metallic sheen of the brass surface should appear on the jets.

At the bottom of the float chamber there is an economizer valve 8 (Fig. 18). To unscrew it, you must use a screwdriver with a wide sting. The valve is non-separable and is a threaded body, the valve itself and a spring that keeps it closed. The economizer valve in the free state must be tight. When tested on a specialized watering device under a water pressure of 1000 ± 2 mm, compressing the valve spring, no more than four drops per minute are allowed to fall. Otherwise, the valve is considered leaky and should be replaced.

Dismantling the float mechanism.

Remove the float shaft from the posts in the cover, now remove the float and float valve. The float in K-126 is brass, soldered from two halves, or plastic rarely fails, since the only thing that can happen to it is loss of tightness due to the fact that the float touches the walls of the float chamber. Examine the float; whether there are characteristic rubbing on it, especially on the lower part.

The valve assembly on the K-126 is quite reliable due to the polyurethane sealing washer installed on the valve shank. Inspect the valve and, above all, the sealing washer. It should not be rigid (which means the material is losing its properties, has grown old), should not become sour and be “sticky”. If the washer is normal, then other possible valve imperfections (skew, wear of the guide surface) will be compensated for by it. Look at the bottom of the valve body screwed into the carburetor body, where the sealing washer rests during operation. No dark marks should be visible on the surface, which are exfoliated particles of the washer material, a sure sign that the material is not real (real SKU-6 polyurethane is light). Clean them carefully, try not to leave scratches, which in the future will cause leaks.

If there is a suspicion that the washer is old or worn out, replace it. Remember that the quality of the valve mechanism is completely determined by the condition of the sealing washer, and the entire operation of the carburetor largely depends on the operation of the valve mechanism.

Air damper revision

On the cover there is an air damper with two valves, which forms the basis of the starting device. Turning the drive lever, make sure that the air damper in the closed position completely blocks the carburetor neck. If gaps remain along the perimeter of the damper, then you can slightly loosen the fastening screws without unscrewing them completely, and with the drive lever pressed, try to move the damper, achieving the tightest fit to the neck. Allowed gaps between the body and the damper are not more than 0.2 mm. After adjustment, securely tighten the fastening screws. It is not recommended to remove the air damper unless absolutely necessary. Remember that the fastening screws at the ends are riveted.
The air valves on the damper should move easily on their axes and fit tightly into place under the action of the springs.

Revision of the throttle actuator mechanism

Turn the carburetor over and remove the four screws securing the mixing chamber housing. In the free state, throttle valves 1 (Fig. 21) must be in the open position, since they are opened by a spring in the limiter housing. Rotate the throttle control lever and check that the throttles close smoothly without sticking. When the dampers are moved, a characteristic hiss of air in the supra-membrane cavity of the restrictor should be heard. This indicates the integrity of the membrane. If dampers do not open, check the condition of spring 1 (Fig. 20). To do this, open the cover of the restrictor diaphragm actuator. The spring may be broken or come off its pin. The tongue 3 on the two-arm lever adjusts the angle of inclination of the throttles when fully opened. It should be 8° to the vertical axis.

Rice. 20. View of the actuator
limiter (cover removed):
1 - spring, 2 - two-arm lever, 3 - tongue

Above the edges of the closed throttle valves, both openings of the adapter systems, one opening for vacuum extraction to the vacuum ignition timing regulator (at a height of about 0.2 ... 0.5 mm from the edge in one chamber) and the opening extraction of vacuum to the recirculation valve (at a height of about 1 mm from the edge in the other chamber).

Rice. 21. Housing of mixing chambers with limiter:
1 - throttle valves; 2 - air supply hole
to the membrane mechanism of the limiter; 3 - membrane mechanism;
4 - limiter body; 5 - fuel supply holes
to "quality" screws and vias; 6 - screws "quality";
7 - vacuum extraction hole to the vacuum regulator
ignition timing

The incorrect position of the vias relative to the throttle valves disrupts the transition from the operation of the idle system to the operation of the main metering system. In addition, it indicates violations of the regulations. If the throttles are open at idle at a large angle (vias are “hidden” under the edge), then a lot of air is supplied to the engine at idle through the throttle. The reasons are very different, for example, the mixture is too lean, the cylinder (or several) does not work, the channel of the small branch of ventilation 9 is clogged (Fig. 19), through which a certain amount of air (together with crankcase gases) bypasses the carburetor.

Now unscrew the “quantity” screw almost completely. The dampers will close so that they will touch the walls of the mixing chamber. In this position, it is necessary that the gaps between them and the walls are almost absent and, if possible, equal. The tightness of closing the chokes is checked for clearance (it is necessary to look through the closed chokes at the light of the lamp). If the difference is large, you can slightly loosen the fastening screws without unscrewing them completely, and with the drive lever pressed, try to move the dampers, achieving the tightest fit to the walls. Allowed gaps between the housings and dampers are not more than 0.06 mm. Tighten the fastening screws and screw in the “quantity” screw until / so that the dampers are in the position described above relative to the vias. Remember this position of the screw, for example, by the location of the slot. This will help to adjust the engine when the carburetor is already in place.

In the usual case, a black layer of soot accumulates along the line of contact between the throttle and the wall, filling the gap between them. This "sealing" layer is not dangerous as long as it does not cover the vias. If in doubt, scrape off the carbon by soaking it in gasoline and clean all passages related to the transition systems.

Checking the condition of the accelerator pump

It comes down to the revision of the rubber cuff on the piston and the installation of the piston in the housing. The cuff must, firstly, seal the injection cavity and, secondly, move easily along the walls. To do this, its working edge should not have large scratches (folds) and it should not swell in gasoline. Otherwise, the friction against the walls may become so great that the piston may not move at all. When you press the pedal, the driver through the rod acts on the bar that carries the piston. The bar moves down, compressing the spring, and the piston stays in place.

Installing the piston and checking the performance of the accelerator pump is carried out after reassembling the carburetor. Before doing this, check the condition of the accelerator inlet valve, which is located at the bottom of the discharge chamber. It is a steel ball laid in a niche and pressed with a spring wire clip. Under this bracket, the ball can move about a millimeter freely, but cannot fall out of its niche. If the ball does not move, the bracket must be removed, the ball removed and its niche and channels thoroughly cleaned. The gasoline supply channel (under the ball) is drilled from the side of the float chamber. The channel draining gasoline to the atomizer is drilled from the opposite side of the body and plugged with a brass plug.

Rice. 22. View of the carburetor without a cover:
1 - economizer rod; 2 — strap drive economizer and accelerator;
3 - accelerator piston; 4 - main air jets;
5 - fuel supply screw of the accelerator pump;
6 - screws "quality *; 7 - screw "quantity"

Next, unscrew the brass fuel supply screw 5 (Fig. 22) and remove the sprayer unit of the accelerator pump and economizer. Immediately after this, turn the carburetor body over so that the accelerator discharge valve falls out (do not forget to put it in place when assembling). There are four nebulizers (two economizers and two accelerators) on the nebulizer block that need to be checked for cleanliness. Their diameter is about 0.6 mm, so use thin steel wire.

Take a thin rubber hose and blow through the channels from the accelerator pump chamber 9 (Fig. 18) and from the economizer 8 to the atomizer (the economizer must be turned out). If the channels are clean, then screw in the economizer, lower the accelerator pressure valve into place and screw on the atomizer block.
The pre-assembly of the carburetor begins with the mounting of the mixing chamber housing on the body of the float chamber. Preliminarily lay the gasket on the inverted housing, observing the position of the holes. On carburetors that were barbarously screwed to the engine, as a rule, the “ears” of the mount on the body were deformed. If you put a new gasket on them, then it will not shrink in the middle.

The deformed plane of the housing connector must be corrected

Check whether there are large diffusers 3 in the housing (Fig. 18), which could fall out during disassembly, and whether they are really of the diameter that is regulated * for this modification (overwhelmingly 27 mm). The size is applied on the upper end by casting. Now place the mixing chamber housing on top and fasten it with four screws.
Installation and testing of the accelerator pump and economizer. Insert the spring and the bar with the accelerator piston and the economizer rod into the body of the float chamber. Check the economizer activation points and accelerator piston stroke (Fig. 23). To do this, press bar 1 with your finger so that the distance between it and the connector plane is 15 ± 0.2 mm. At the same time, it is necessary to set a gap of 3 ± 0.2 mm between the end face of the nut and bar 1 with the adjusting nut 2 of the rod. After adjustment, the nut should be compressed.

This approach, given in all operating instructions, will ensure the correct moment for switching on the economizer only if the rod b (Fig. 17) of the accelerator pump drive lever has a standard length (98 mm). The indicated value of 15 ± 0.2 mm corresponds to the position of the bar with a fully open throttle. If the draft is shorter, the economizer will turn on earlier, and the piston stroke of the accelerator pump will become smaller. However, it is not worth trying to set the moment of switching on the economizer with particular accuracy. The moment of transition to enriched mixtures should occur when the throttle is opened by about 80%. At speeds up to 2500 min "', it would be possible to start enrichment even earlier, when the throttle was opened to half. Profitability does not suffer from this, but power, of course, does not increase. The position of the accelerator pump piston is not specified by the instructions. It is understood that it must rest against the bottom of the discharge chamber at the same time as the throttle is fully opened. Often the accelerator adjusting nut is tightened in the hope of increasing the feed (getting rid of "dips"). This does not change anything, since the piston stroke does not increase. It is better to monitor the state of the elements.

Rice. 23. Checking the moment when the economizer is switched on:
1 - drive bar; 2 — a nut of a rod of inclusion

Fill the float chamber with gasoline to the middle of the level. Since the accelerator pump drive does not work without a top cover, press the bar directly with your finger. Press sharply, and hold the bar for some time. At the same time, clear streams of gasoline should escape from the sprayers of the accelerator pump. Without the top cover, their direction, power and duration are clearly visible. Watch how the piston moves after pressing the bar. There should be no delay from the moment you press it to the moment the piston moves away. The total jet flow time (piston movement) is about a second. If there is a delay, if the jets are sluggish and flow for a long time, the piston cuff will have to be changed. If all of the above requirements are met, then we can assume that the accelerator pump as a whole is working.

If the piston moves and there is no flow through the atomizer, try running the accelerator without the atomizer. Unscrew the atomizer, remove the discharge valve and press the accelerator bar. Be careful not to lean too low - the jet of gasoline can hit high and hit your face. If no fuel comes out of the vertical channel, then the system of inlet channels from the piston is clogged. If fuel is flowing here, then clean the atomizer itself. If the atomizer is also clean and there is no flow through it, check if the discharge chamber under the piston is filling. Take out the piston and look into the camera. It must be full of gasoline. If it is not there, check the channels for supplying gasoline from the float chamber to the ball under the piston and the mobility of the ball itself. When the piston is pressed from the inlet channel, there should not be a breakthrough of the gasoline jet in the opposite direction (the ball valve is leaky). Be sure to check for the presence of the discharge valve (brass needle) under the atomizer block, it is easy to lose it.

In the future, you can quantify the feed. To do this, the carburetor assembly will need to be placed above the tank and ten times in a row, with a shutter speed of several seconds after pressing and after releasing, turn the throttle drive lever to the full stroke value. For ten full strokes, the accelerator pump must supply at least 12 cm3 of gasoline.

Setting the fuel level

Take the carburetor cover, insert a needle with a serviceable sealing washer into the valve body of the float mechanism, put the float and insert its axis (Fig. 8). Holding the cap upside down as shown in the figure, measure the distance from the edge of the float to the plane of the cap. Distance A must be 40 mm. The adjustment is made by bending the tongue 4, which rests against the end of the needle 5. At the same time, make sure that the tongue always remains perpendicular to the valve axis, and there are no notches or dents on it! At the same time, by bending the limiter 2, it is necessary to set the gap B between the end of the needle 5 and the tongue 4 within 1.2 ... 1.5 mm. On carburetors with a plastic float, gap B is not adjustable.

By setting the position of the float in this way, we, unfortunately, cannot guarantee the complete tightness of the valve assembly. Try to put the cover vertically, with the float hanging down, and put a thin rubber hose with marked ends on the fuel supply fitting. It is very convenient to have such a hose, you just need to mark the ends so that one always remains clean. Pressurize the valve with your mouth and slowly turn the cap so that the float changes its position relative to it. The position at which air leakage stops should correspond to a distance between the float and the body, approximately equal to dimension A.

Now create a vacuum in the hose and evaluate the leak. If the valve is tight, then the vacuum remains unchanged for a long time. In the presence of non-densities of any kind, the vacuum created by you quickly disappears. If there is no tightness, then the sealing washer must be replaced. In some cases, the fit of the valve body itself on the threads may be leaking. Try to trust him. Remember that the entire operation of the carburetor largely depends on the operation of the valve mechanism.

Carburetor assembly

First of all, put in place all the jets that you unscrewed in the carburetor body. Screw them in securely, but without undue force, so as not to damage the slot and make it easier to unscrew later. Install the spring and bar with the accelerator piston and economizer rod. Lay the gasket on the housing connector plane. The carburetor cover, pre-assembled, is installed from above and should easily lie in place and center. Finally tighten the seven cover screws.

Try how the accelerator pump drive lever turns after assembly. It should move easily and at the same time move the accelerator pump. If the lever does not move, it means that it was stuck in the wrong position during assembly. Remove the cover and start over.
Align the notch on the throttle lever with the mustache on the accelerator link. In a certain position, they will coincide, and the rod will be inserted into the lever. Insert the upper end of the rod into the hole and pin. Do not forget which of the two possible holes in the lever was the rod before disassembly! By turning the throttle drive lever, check now whether the piston of the accelerator pump is moving smoothly.

For convenience, you can even remove the top small cover that covers the drive lever with the roller pressing the bar. In the position of the throttle drive lever on the idle stop, there should be no gap between the roller and the bar. The slightest movement of the lever should move the bar and accelerator piston. Let me remind you that the K-126 is extremely demanding on the operation of the accelerator pump, the ease of operation of the car largely depends on the quality of its work.

Trigger Adjustment

carried out on a fully assembled carburetor. Turn the choke lever all the way. The throttle should now be ajar at a certain angle, which is estimated from the gap between the edge of the throttle valve and the chamber wall (see Fig. 14). In the "starting" position, it should be approximately 1.2 mm. The gap is adjusted as follows. Having loosened the fastening of the adjusting bar 3, located on the lever 4 of the accelerator pump drive, completely close the carburetor air damper with the lever 5.

Next, the throttle valves are slightly opened with lever 1 so that the gap between the wall of the mixing chamber and the edge of the damper is 1.2 mm. You can insert a wire with a diameter of 1.2 mm into the gap between the edge of the throttle and the body of the mixing chamber and release the throttle so that it is pinched in the gap. Next, the adjusting bar 3 is moved until it rests against the ledge of the lever, after which it is fixed. Several times, by opening and closing the air damper, check that the specified gap is set correctly. Given that the starting device on the K-126 has practically no automation, ajar throttle is fundamentally important when starting a cold engine.

Mounting the carburetor

After all carburetor systems have been inspected, the cavities have been flushed, the adjusting clearances have been set, the carburetor must be correctly installed on the engine. If you did not remove the gasket from the engine intake pipe when dismantling, then feel free to install the carburetor in place. Otherwise, make sure that the gasket is laid in the same way as before. Incorrect orientation is dangerous because the prints of the channels of the lower part of the carburetor on the gasket will move to new places, and air will be sucked into the formed recesses.

Do not try to tighten the carburetor fastening nuts very much - you will deform the platforms. Insert the strut with a spherical head, which we left on the rod from the pedal, into the throttle drive lever, and tighten the nut from the inside. Install the return spring, the gasoline supply hose, the vacuum take-off to the vacuum ignition timing regulator and the recirculation valve. Fasten the rod shell and the air damper rod itself.

Checking control mechanisms.

Pull out the choke control knob on the panel in the cabin to the stop and evaluate how clearly the choke on the carburetor closed. Now drown the handle and make sure that the air damper has opened completely (it has risen strictly vertically). If this does not happen, loosen the sheath fixing screw and pull the sheath a little further. Tighten the screw and check again. Remember that an incorrect position of the air damper with a recessed drive button leads to increased fuel consumption.

When the throttle valves are fully opened, the “gas” pedal in the cabin must necessarily rest against the floor mat. This prevents the occurrence of excessive stresses in the drive parts and increases their durability. Ask your partner to press the pedal in the cabin to the floor, and evaluate the degree of throttle opening on the carburetor yourself. If the throttle can be turned further by hand to any angle, shorten the length of the drive rod by screwing the tip deeper.

After the final adjustment, the pedal at full throttle should be pressed to the floor, and when the pedal is released, there should be some free play in the rods.

Fuel level control

should be carried out after the final installation of the carburetor on the engine. Older carburetors had a viewing window through which the level was visible. In the latest modifications, there is no window, and there is only risk 3 (Fig. 9) on the outer side of the case. For control, it is necessary to screw in instead of one of the plugs 2 that block access to the main fuel jets, a fitting with the appropriate thread, and put a piece of a transparent tube on it (Fig. 24). The free end of the tube should be raised above the parting line of the housings. Using the manual lever, fill the fuel pump, the float chamber with gasoline.

According to the law of communicating vessels, the level of gasoline in the tube and in the float chamber itself will be the same. By attaching the tube to the wall of the float chamber, it is possible to assess the coincidence of the level with the risk on the body. After measuring, drain the fuel from the float chamber through the tube into a small container, excluding it from getting on the engine, unscrew the fitting and screw the plug back into place. Simultaneously with checking the level, the absence of leaks through gaskets, plugs and plugs is checked.

Fuel level label

Rice. 24. Scheme for checking the fuel level in the float chamber:
1 - fitting; 2 - rubber tube; 3 - glass tube

If the fuel level does not match the mark by more than 2 mm, you will have to remove the cover and repeat the leveling of the float chamber by bending the tongue.

Idle presetting. Starting the engine after installing the carburetor may take longer than usual, because the float chamber is empty and the fuel pump will take time to fill it. Close the choke completely and start the engine with the starter. If the fuel supply system (primarily the fuel pump) is working, then the start will occur in 2 ... 3 seconds. If after even twice as long there are no outbreaks, then there is reason to think about the presence of gasoline or the serviceability of the fuel supply system.

Warm up the engine by gradually sinking the choke control handle and not allowing it to develop too much high speed. If you managed to completely remove the drive handle and the engine is idling on its own (even if not very stable), proceed to the final idle adjustment.

If the engine refuses to work when the gas pedal is released (or is very unstable), start a rough adjustment of the idle system. To do this, hold the throttle with your hand so that the engine runs as slowly as you can hold it (the rotational speed is about 900 min "1). Do not touch the "quantity" screw. When inspecting the throttle valves, it had to be set to the “correct” position in relation to the vias. In extreme cases, you can temporarily move the screw, remembering how much you turned it.

Try adding fuel by loosening the "quality" screws. If the engine is running more stable, then you are on the right track. If the speed began to fall, you should move in the direction of depletion (reducing the feed). If, despite all the manipulations with the “quality” screws, the engine does not start to work more stable, the reason may be that the float chamber valve is not tight. The fuel level rises uncontrollably, becomes higher than the edge of the atomizer, and gasoline begins to spontaneously flow into the diffusers. The mixture is enriched and may even go beyond the ignition limits.

The opposite situation is that the channels in the idle system are clogged and fuel does not flow at all. The smallest section is in the idle fuel jet. This is where the risk of contamination is highest. While holding the throttle with your hand, try to unscrew one of the idle fuel jets 9 by half a turn with the other hand (Fig. 22). When the idle jet moves away from the wall, a huge (by its standards) gap is formed, into which gasoline is sucked out along with debris by the high vacuum in the channels. The mixture at the same time becomes over-enriched, and the engine will begin to "lose" speed.

Do this operation several times, then wrap the jet, finally. Repeat the operation with another jet. If, on a slightly turned jet, the engine can idle independently, and when screwing it back into place, the engine stalls, either the jet itself (firmly) or the idle channel system is clogged.
Alternatively, it is possible that it is not the carburetor that is to blame for the unstable operation, but the SROG exhaust gas recirculation system valve. It is installed on engines relatively recently (Fig. 25).

Srog serves to reduce emissions of nitrogen oxides with exhaust gases by supplying part of the exhaust gases from manifold 1 to the intake tract through a special spacer 4 under the carburetor 5. The operation of the recirculation valve is controlled by vacuum from the throttle body, taken through a special fitting 9 (Fig. 17) .

At idle, the SROG system does not work, since the vacuum extraction hole is located above the throttle edge. But if the recirculation valve does not completely block the channel, then the exhaust gases can enter the intake pipe and lead to a significant dilution of the fresh mixture.

Idle system adjustment

After the elimination of defects, it is possible to carry out the final adjustment of the idle system. Adjustment is made using a gas analyzer according to the method of GOST 17.2.2.03-87 (as amended in 2000). The content of CO and CH is determined at two crankshaft speeds: minimum (Nmin) and increased (Np.), equal to 0.8 Nnom. For ZMZ eight-cylinder engines, the minimum crankshaft rotation Nmin= 600±25 min-1 and Nrev= 2000+100 min"1.

Rice. 25. Exhaust gas recirculation scheme:
I - recirculated gases; II - control vacuum;
1 - intake manifold; 2 - recirculator tube;
3 - hose from the thermal vacuum switch to the carburetor;
4 - spacer recirculation; 5 carburetor;
6 - hose from the thermal vacuum switch to the recirculation valve;
7 - thermal vacuum switch; 8 recirculation valve;
9 - recirculation valve stem

For vehicles manufactured after 01/01/1999, in the technical documentation for the vehicle, the manufacturer must indicate the maximum allowable content of carbon monoxide at the minimum speed. Otherwise, the content of harmful substances in the exhaust gases must not exceed the values given in the table:

For measurements, it is necessary to use a continuous infrared gas analyzer, having previously prepared it for operation. The engine must be warmed up to at least the operating temperature of the coolant specified in the vehicle manual.

Measurements should be carried out in the following sequence:

set the gear lever to the neutral position;
brake the car with a parking brake;
turn off the engine (when it is running), open the hood and connect the tachometer;
install the sampling probe of the gas analyzer into the vehicle exhaust pipe to a depth of at least 300 mm from the cut;
fully open the carburetor choke;
start the engine, increase the speed to Npov and work in this mode for at least 15 seconds;
set the minimum speed of the engine shaft and, not earlier than after 20 s, measure the content of carbon monoxide and hydrocarbons;
set an increased engine shaft speed and, not earlier than after 30 s, measure the content of carbon monoxide and hydrocarbons.
In case of deviations of the measured values from the standards, adjust the idle system. At the minimum speed, it is enough to influence the screws of "quantity" and "quality". Regulation is carried out by successive approximation to the “target”, correcting one and the other screw in turn until the required values of CO and CH are reached at a given frequency Nmin. You should always start with “quality”, so as not to knock down the setting of the position of the throttles relative to the vias. If, after adjusting the composition of the mixture with the “quality” screws alone, the engine speed goes beyond 575 ... 625 min "1, use the "quantity" screw.

Since there are two independent idle systems on the K-126, the adjustment of the composition of the mixture has its own characteristics. When changing the composition of the mixture with the “quality” screw, the rotational speed can simultaneously change. Rotating one of the “quality” screws, find its position at which the rotational speed will be maximum. Leave it and do the same with the second screw. In this case, the readings of the gas analyzer for CO will probably be about 4%. Now we turn both screws synchronously (at the same angles) until the required CO content is obtained.

The hydrocarbon content is determined more by the general condition of the engine than by carburetor adjustments. A serviceable engine is easily tuned to CO values of about 1.5% at CH values of approximately 300 ... 550 million "'. There is no point in chasing smaller values, since the stability of the engine is significantly reduced while increasing consumption (contrary to popular belief). If hydrocarbon emissions exceed the given average values by several times, the cause must be sought in an increased breakthrough of oil into the combustion chamber. It might be worn valve stem seals, broken valve bushings, incorrect adjustment of thermal gaps in the valves.

GOST limit values of 3,000 ppm1 are achieved on worn out, misaligned, oil-consuming engines, or when one or more cylinders are not working. A sign of the latter can be very small values of CO emissions.

In the absence of a gas analyzer, almost the same control accuracy can be achieved using only a tachometer or even by ear. To do this, on a warm engine and with the “quantity” screw position unchanged, find, as described above, the position of the “quality” screws, which provides the maximum engine speed. Now, with the “quantity” screw, set the rotational speed to approximately 650 min. ”1. Check with the "quality" screws whether this frequency is the maximum for the new position of the "quantity" screw. If not, repeat the whole cycle again to achieve the required ratio: the quality of the mixture provides the highest possible speed, and the number of revolutions is approximately 650 min. Remember that the "quality" screws must be rotated in sync.

After that, without touching the "quantity" screw, tighten the "quality" screws so much that the rotational speed decreases by 50 min "1, i.e. to the regulated value. In most cases, this adjustment meets all the requirements of GOST. Adjustment in this way is convenient because it does not require special equipment, and can be carried out every time the need arises, including for diagnosing the current state of the power system.

If CO and CH emissions do not comply with GOST standards at an increased speed (Npov "= 2000 * 100 min" '), the impact on the main adjusting screws will no longer help. It is necessary to check if the air jets of the main metering system are dirty, if the main fuel jets are enlarged and if the fuel level in the float chamber is excessive.

Checking the pneumocentrifugal speed limiter is quite complicated and requires the use of special equipment. Checking is subject to the tightness of the valve in the centrifugal sensor, the correct adjustment of the sensor spring, the tightness of the membrane, the jets of the actuator. However, you can check the performance of the limiter directly on the car. To do this, on a well-heated and adjusted engine, the throttle valves are fully opened and the crankshaft speed is measured with a tachometer.
The limiter works correctly if the speed is within 3300 + 35 ° min "1.

If you decide to carry out such a check, get ready in case of unforeseen engine accelerations to have time to “reset” the throttle. If everything is in order, then acceleration to such a frequency does not pose any danger to the engine. Many drivers turn off the limiter themselves to get extra power at higher revs. Sometimes, the actuation of the limiter, for example when overtaking, can indeed cause an unwanted delay associated with the need to shift gears.

But even shutdown should be carried out correctly. The widespread disconnection of the tubes from the centrifugal sensor leads to a constant overflow of dirty air from the street under the throttle valves. If the tubes are plugged after disconnection, then the membrane actuator will work (close the throttle).

If the limiter is correctly turned off, the chamber should be closed, bypassing the centrifugal sensor. To do this, one of the tubes from the membrane chamber (for example, from outlet 1 in Fig. 9) should be screwed into the second outlet 7 of the same chamber

Possible malfunctions of the fuel supply system and methods for their elimination

Sometimes, and subject to the maintenance intervals, situations may arise when the carburetor fails. When troubleshooting, first of all, it is necessary to determine the system or node that can give the existing defect. Very often, the carburetor is attributed to engine malfunctions, the true cause of which is, for example, the ignition system. She generally acts as a "culprit" more often than is commonly believed.
To exclude the influence of one system on another, it is necessary to clearly understand that carburetor system power supply is inertial, i.e. changes in its work can be traced in several successive engine cycles (their number can be measured in hundreds). It is not able to make any changes to the work of one working cycle (this is at most 0.1 seconds). The ignition system, on the contrary, is responsible for each individual cycle in the operation of the engine. If there are skips of individual cycles, manifested in the form of short jerks, then with a high probability the reason is precisely in it.

Of course, the division of powers of the systems is not so unambiguous. The fuel supply system is not able to "shut off" one cycle, but can create conditions for unfavorable operation of the ignition system, for example, by excessively lean mixture. In addition, there are a number of subsystems in the fuel supply system, each of which can make its own characteristic "contribution" to the operation of the engine.

In any case, before you start looking for defects in the carburetor, or even adjusting it, you need to make sure that the ignition system is working. The main argument in defense of the ignition system - “there is a spark” - cannot serve as proof of serviceability.

It is very difficult to verify the energy parameters of the ignition system. A spark can be supplied at the right moment, but carry with it several times less energy than is necessary for reliable ignition of the mixture. This energy is sufficient for engine operation in a narrow range of mixture compositions, and is clearly not enough for guaranteed ignition in cases of the slightest deviation (depletion associated with acceleration, or enrichment during cold start-warm-up).

For the ignition system, only the setting advance angle (the position of the spark relative to TDC) is regulated at the minimum idling speed. Its value for engines ZMZ 511, -513 ... is 4 ° of crankshaft rotation after (!) TDC. At other frequencies and loads, the ignition timing is determined by the operation of the centrifugal and vacuum regulators located in the distributor. Their impact on performance (primarily fuel consumption and power) is enormous. How the regulators work, how accurately they set the lead angles in each of the modes can only be checked on special stands. Sometimes the only way to troubleshoot is to sequentially replace all elements of the ignition system.

Before examining the carburetor, you must also make sure that the rest of the fuel supply system is working. This is the fuel supply line from the gas tank to the fuel pump (including the fuel intake in the tank), the fuel pump itself and fine fuel filters. Clogging of any of the elements of the tract leads to a restriction in the supply of fuel to the engine.

Feed restriction is understood as the impossibility of creating a fuel consumption greater than a certain value. Engine power is inextricably linked with fuel consumption, which will also have a certain limit. Therefore, in the event of a fuel failure, your vehicle will not be able to move with maximum speeds or uphill, but this will not prevent him from working properly at idle or with uniform movement at low speeds.

Another sign of limited fuel supply is not the instantaneous manifestation of a defect. If you have idling for at least a minute and immediately drove with a heavy load, then the supply of gasoline in the carburetor float chamber will provide the possibility of normal movement for some time. Fuel "starvation" caused by the supply restriction, the engine will begin to feel as the reserve is exhausted (at a speed of 60 km / h, you can drive about 200 meters on the amount of gasoline that is in the float chamber).

To check the fuel supply, disconnect the supply hose from the carburetor, and direct it into an empty bottle of 1.5 ... 2 liters. Start the engine on the remaining gasoline in the float chamber and watch how the gasoline flows. If the system is in good order, the fuel comes out in a powerful pulsating jet with a cross section equal to that of the hose. If the jet is weak, try to repeat everything by disconnecting the fine fuel filter. Naturally, if there is an effect, the filter that needs to be replaced is to blame.

You can check the section of the highway to the fuel pump only by blowing it in the “reverse direction. You can even do this with your mouth, remembering to open the cork on the gas tank. The line should be blown relatively easily, and in the tank itself a characteristic gurgling of air passing through gasoline should be heard.
After checking the lines before and after the fuel pump and not achieving an effect, check the fuel pump itself. A small mesh is installed in front of its intake valves. If contamination is excluded, check the tightness of the pump valves or the operability of its drive from the engine camshaft.

After making sure that the ignition system is working and the supply part of the power system is working, you can begin to identify possible defects in the carburetor. This section is independent and you can carry out troubleshooting work without prior maintenance and adjustment of the carburetor. Most often, such work has to be performed in case of malfunctions that do not affect, in general, operation, but cause certain inconveniences. These can be all sorts of "failures" when opening the throttle, unstable idling, increased fuel consumption, sluggish acceleration of the car. Situations are much less common when, for example, the engine does not start at all. In such cases, as a rule, it is much easier to find and fix the problem. Remember one thing: all carburetor malfunctions can be reduced to two - either it is preparing too rich or too lean mixture!

Engine won't start

There can be two reasons for this: either the mixture is too rich and goes beyond the ignition limits, or there is no fuel supply and the mixture is too lean. Re-enrichment can be achieved both due to incorrect adjustments (which is typical for a cold start), and due to a violation of the tightness of the carburetor when the engine is stopped. Re-leaning is a consequence of incorrect adjustments (during a cold start) or lack of fuel supply (clogging).

If there is gasoline in the float chamber, then the cause of the difficult start of a cold engine may be a loose closing of the air damper. This may be due to misalignment of the damper on the axis, tight rotation of the axis in the housing or all links of the trigger, improper adjustment of the trigger. Too lean a mixture during a cold start is unable to ignite, but at the same time carries enough gasoline with it to “fill in” the spark plugs and stop the start-up process already due to the lack of a spark.

Unstable idle.

In the simplest case, the reason lies in the improper adjustment of idle systems. As a rule, the mixture is too lean. Enrich it with “quality” screws, if necessary, adjust the rotational speed with the “quantity” screw.
If there is no visible effect when adjusting, the cause may be a leak in the float chamber valve. Gasoline leakage leads to uncontrolled re-enrichment of the mixture. On carburetors with a viewing window, the fuel level is higher than the glass.

Try turning the idle fuel jets tighter. If they do not touch the body with a sealing belt, the gap formed acts as a parallel jet, significantly enriching the mixture. Perhaps the jets are installed with greater performance than expected.
It happens that unstable operation is caused by insufficient supply of gasoline due to a clogged idle system. The highest probability of clogging is in the idle fuel jet, where the smallest section is. Try to clean it in the way that is described in the "idle presetting" section.

Inability to adjust the engine at idle.

When adjusting the engine, a situation may arise when, with overall performance, it cannot be adjusted for toxicity. This is manifested in increased emissions of CO and CH, which cannot be eliminated by adjusting screws.
The reason for a very rich mixture and increased CO emissions, as a rule, is not the tightness of the float chamber (within insignificant limits, otherwise the engine simply refuses to work in this mode), clogging of idle air jets 8 (Fig. 22) with solid particles or resins, increased cross section main fuel jets 7 (Fig. 18) or idle fuel jets 4.

If the level of CH hydrocarbons is high, the cause should be sought in the over-leaning of the mixture associated with incorrect adjustments, contamination, or in the shutdown of one of the cylinders. It should be remembered that toxicity adjustments are largely determined by the condition of the engine as a whole. Check and adjust thermal gaps v valve mechanism engine. Do not try to make them smaller than what is prescribed in the engine manual. Assess the condition of high-voltage wires, ignition coils, spark plugs.

Remember that candles age irreversibly.

Failure at smooth opening of the throttle. If the engine runs steadily at idle, obeys the “quality” and “quantity” screws, but does not accelerate or behaves very unstable when the throttle is opened smoothly, the condition of the transitional systems should be checked. For a complete check, it is necessary to remove the carburetor and assess the condition of the vias. The latter may be clogged with soot or located too low relative to the throttle edge. In the latter case, traces of gasoline are visible on the walls of the mixing chambers, which flows from the vias at idle (which should not be). At the same time, their contribution to the increase in fuel consumption as the throttle is opened becomes small, which leads to over-depletion of the mixture during the transition (until the main metering system is turned on).

Try to set the throttle as low as possible so that the vias are not visible from below in the closed position. By closing the throttle, we limit the air supply (reduce speed) and therefore, at the same time, it is necessary to compensate for the air flow through the throttles either by flow through other sections or by greater work efficiency.
Check the cleanliness of the channel of the small ventilation branch 9 (Fig. 19), make sure that all cylinders work and that the ignition is not set too late.

With a smooth opening of the throttle, a malfunction of the transitional system will manifest itself until a certain moment, where the main dosing system will come into operation. If, however, with this opening, the operation of the engine does not improve even at a high speed of rotation, if the car twitches when driving at partial loads at a constant speed, if the behavior becomes much better when the throttles are fully opened (sometimes the engine does not work at all if the throttle is not fully opened), then you should check the condition of the main fuel jets. Unscrew plugs 2 (Fig. 9) in the carburetor body and unscrew fuel jets 7 (Fig. 18). See if there are any particles on them. As a rule, there is a small grain of sand that closes the passage section.

If the jet is clean, and the behavior of the car obeys the described patterns, it can be assumed that the entire fuel path of the main metering system (emulsion well, outlet channel to the atomizer, incorrect setting of small diffusers) is contaminated or the jet marking does not match the required one. The latter most often occurs when replacing regular factory jets with new ones from repair kits. Do not try to enrich the mixture with “quality” screws, this will not help in this situation, since they only affect the idle system adjustments.

Throttle dip, which disappears after the engine has been “running” for 2…S seconds, may indicate defects in the accelerator pump. The accelerator pump on the K-126 is an element of fundamental importance and the entire operation of the carburetor largely depends on how it works. Even with smooth throttle opening, a mode in which other carburetors do not need an accelerator, injection lag associated with backlash in the drive or piston friction can lead to engine stall. Check again all the items mentioned in the "checking the condition of the accelerator pump" section. If elements were replaced, remember the possible quality of the rubber cuff on the accelerator piston. There is no need to strive to increase the stroke of the accelerator, since this will only increase the duration of injection, and the need for additional fuel is manifested from the very first moments of opening the throttle. It is important that during this period a sufficient amount of gasoline is supplied.

Increased fuel consumption.

The cherished desire of any driver is to reduce the fuel consumption of the car. Most often, they try to achieve this by influencing the carburetor, forgetting that fuel consumption is a value determined by a whole complex of devices.

Fuel is spent on overcoming various resistances to the movement of the car, and the amount of consumption depends on how great these resistances are. You should not expect high results in fuel efficiency of a car that does not fully diverge brake pads or over tightened wheel bearings. A huge amount of energy is spent on scrolling the transmission and engine elements in winter, especially when using thick viscous oils. A major consumer of energy is speed. Here, in addition to friction losses of mechanisms, aerodynamic losses are added. And a very large item of energy expenditure is the dynamics of the car. To move at a constant speed of 60 km/h, a PAZ bus needs about 20 kW of engine power, while for acceleration from 40 km/h to 80 km/h we use an average of about 50 kW. Each stop “eats up” this energy, and for the next acceleration we are forced to spend more.

The working process of each engine, the degree of conversion of fuel energy into work, has its own limitations. For each modification, the compositions of the mixture and the ignition timing are determined, which give the required output parameters in each mode. The requirements for each mode may be different. For some, this is efficiency, for others - power, for others - toxicity.

The carburetor acts as a link in a single complex that implements known dependencies. One cannot hope to reduce fuel consumption by reducing the orifice of the jets. The reduction in the amount of fuel passing will not be consistent with the amount of air. Sometimes it is more expedient to increase the flow area of the fuel jets in order to eliminate the depletion inherent in all modern carburetors. This will be especially pronounced when operating the car in winter, at low ambient temperatures. All carburetor adjustments are selected for the case of a fully warmed up engine. Some enrichment can bring the mixture closer to the optimum in cases where your engine is below operating temperature (for example, in winter with relatively short trips). In any case, it is necessary to strive to increase the temperature of the coolant. It is unacceptable to operate the engine without a thermostat; in winter conditions, measures should be taken to insulate the engine compartment.

Carry out the entire complex of carburetor adjustments yourself. Pay attention to:
correspondence of jets to the brand of carburetor;
the correct adjustment of the starting device, the completeness of the opening of the air damper;
no leakage of the float chamber valve;
idle system adjustment. Do not try to make the mixture poorer, this will not reduce consumption, but will increase the problems of transition to load modes;
check the condition of the engine itself. Particles or grains of sand flying from the ventilation system with a leaky air filter can clog the air jets, improper adjustment of the clearances in the valve mechanism will lead to unstable idling, small values of the ignition timing will directly cause increased consumption;
check for direct fuel leakage from fuel line especially in the area after the fuel pump.
Given the complexity and diversity of operating factors, it is impossible to give unified recommendations for reducing operating costs. Methods that are acceptable for one driver may be completely unsuitable for another simply because of differences in driving style or choice of driving modes. It is probably advisable to recommend that you fully trust the factory settings and the dimensions of the dosing elements. It is unlikely that by changing the cross section of any jets, it will be possible to significantly change the efficiency of the engine. Perhaps this will only work out to the detriment of some other parameters - power, dynamism. Remember that those who created the carburetor and selected jets for it stood in the strict framework of the need to comply with many diverse and conflicting conditions. Don't think you can get past them. Often, the useless search for new global solutions leads away from simple, elementary methods of car maintenance, which make it possible to achieve quite acceptable, but real efficiency. Wouldn't it be better to direct efforts in this direction, since miracles, unfortunately, do not happen.

Vehicles with carbureted engines are gradually becoming a thing of the past, and there are fewer and fewer such cars, but since there are still many such cars on the roads of Russia, spare parts for them are in regular demand. The K126 carburetor is also not forgotten by motorists, it is a two-chamber device that provides a high-quality air-fuel mixture in the required proportion, it differs high reliability and unpretentiousness, and with proper care for him, it lasts a long time.

Under the K126 brand, the Russian industry has produced and is producing several different modifications, such as K126B, K126V, K126I, K126N, K126G, K126GM. Carburettors of this brand can be installed on Volga GAZ-24, GAZ-21, IZH, Moskvich cars, GAZ-53 and GAZ-3307 trucks, PAZ buses, UAZ SUVs of various models. The carburetor assembly (KU) cannot be called a too simple device, but many car owners disassemble, assemble, clean and adjust this unit with their own hands.

K126 carburetor device

The 126 Series Carburetor is a downdraft fuel/air mixer equipped with all the systems for economical and efficient operation in all operating conditions. CU has the following systems:

the main dosing station, which operates constantly under all operating conditions;
idling, allowing the engine to work stably at the lowest speed, without consuming a lot of fuel;
starting, this system makes it possible to start the motor at low temperatures;
economizer, enriches the gasoline mixture at increased loads;
accelerator pump, due to which a smooth increase in engine speed is ensured at hard pressing on the accelerator pedal (gas);
a float chamber that maintains a constant fuel level.

The body of the “126th” consists of three parts: in the lower part there is an axle with throttle valves, in the middle (main) part there is a float chamber with diffusers and the main mass of jets, the upper element is a cover with fasteners for installing an air filter.

K126 carburetor device for trucks and cars is somewhat different: in KU for trucks, the throttle drive opens both dampers at once, for cars, the second (driven) throttle damper is activated only in the mode increased speed under heavy load. Also, for trucks, an additional device is provided - a speed limiter, air dampers are installed on both chambers (for passenger cars, "air" is present only on the primary chamber). Removal and installation of the assembly on any car does not cause complications, and almost any driver (car owner) without special skills and locksmith experience can replace it.

Adjustment of carburetors K126

The main adjustment work that is carried out with the KU of the 126th model is:

idle setting;
setting the fuel level in the float chamber;
debugging the trigger mechanism (with a "cold" start);
adjustment of the piston stroke of the accelerator pump

I would like to point out right away that various modifications“one hundred and twenty-sixths” are structurally somewhat different from each other, so adjusting the K126 carburetor for a particular brand of car may have its own specifics.

Consider, for example, debugging idle (XX) on GAZ-53 trucks with an 8-cylinder engine. Since in this car each of the two KU chambers is responsible for the operation of four cylinders, adjustment is made separately for its cylinder group. We carry out adjustment work XX as follows:

warm up the engine to working condition;
set the desired idle speed by ear with the quantity screw;
we unscrew the quality screws for the left and right groups of cylinders by about 3 turns each;
we twist the screws alternately until the engine starts to “tune” and malfunction, then gradually turn them out until ICE operation does not stabilize.

After this setting, we check the operation of the engine on the go: if the car stalls at the moment the gas is released, you should slightly increase the speed by tightening the quantity screw.

Carburetor K126: jets, types and selection

Although all versions of the 126th series are outwardly similar to each other, they differ depending on the car model, and also differ in modifications due to the year of manufacture. So, for example, initially CUs were produced with a viewing window, later the middle body began to be made in one piece, without the ability to see how much gasoline is present in the float chamber. For each “126” model, fuel and air jets of a certain section are installed from the factory, but there are still repair kits that allow you to adjust the parameters for a specific engine size. Also, in car dealerships, you can always purchase all the parts individually, and not just as a set, and here we will look at what jets are for K126: types and methods of their selection.

Among the dosing elements that can be replaced and the parameters for the intake of the fuel-air mixture can be adjusted, it is worth noting:

large/small diffusers for both chambers;
GDS jets (main dosing system);
economizer sprayers and accelerator pump;
idle jets.

Not all car owners are satisfied with the factory parameters of carburetors, the main reasons for the claims arising from this unit:

sluggish acceleration of the car;
dips during hard acceleration;
increased fuel consumption.

In order to somehow change the situation for the better, many drivers are trying to install larger fuel jets, and smaller air jets, use larger diameter diffusers. It is difficult to give specific advice on what is better for one or another modification of the K126, since in each case an individual approach is needed, fitting parts, followed by testing the car on the track. Interesting information can always be gleaned from various forums, and on the net you can find tables with the parameters of dosing elements for many modifications of the "126s".

One more very important point should not be forgotten: the installation of fuel jets with an increased cross section inevitably leads to an enrichment of the fuel mixture, air ones to depletion, therefore such parts usually change in pairs. Replacing a small primary chamber diffuser in passenger car carburetors with a more efficient one often has a positive effect (increased dynamics, more stable engine operation), but these elements are not always available for sale. right size. In such cases craftsmen they cut, join parts of the prefabricated diffuser, adjust it in place.

Fuel level in the K126 carburetor

On the 126th models of the old model, the body of the float chamber was equipped with a viewing window, by which it was very easy to determine the level of gasoline (visually - filling with gasoline by 2/3).

The carburetor units of the new model do not have this window, and since the fuel level mark in the K126 carburetor is located outside the body, and the fuel is inside the chamber, it is almost impossible to make sure that the float mechanism is correctly adjusted without dismantling the top cover. But there is a fairly simple way to determine the level without disassembling the carburetor, and it is also not required to remove the assembly.

Consider how you can find out the gasoline level using the example of the K135 model (a complete analogue of the K126, which is installed on trucks GAZ-53/ 3307/ 66):

If the level is more or less than the prescribed norm, it must be changed. To do this, dismantle the air filter assembly with the housing, unscrew the screws and remove the carburetor cover, bend the float tongue in the right direction and check again how much fuel is in the chamber, repeat the operation if necessary.

K126 carburetor tuning, tuning

Models of the 126th series are characterized by a fairly high reliability and unpretentiousness, but they have their own typical "illnesses" and often require refinement (tuning). One of the main problems of this type of KU is high “gluttony”, if nothing is done with the carburetor, it can consume a lot of fuel, failures are also not uncommon when accelerating the car, jamming the dampers when you press the gas pedal.

One of the settings of the K126 carburetor is the refinement of the throttle block, the sticking of the accelerator pedal occurs due to inaccurate processing in the connection of the rods of the primary and secondary chambers (relevant for cars). So that the rods do not jam, burrs and irregularities are removed at the place of their connection, and then the dampers begin to turn smoothly, without any jerks.

Other improvements used for the "126s" are the replacement of the cuff of the accelerator pump, which is taken from the repair kit for a Japanese carburetor of this type, the idle needle (quality screw) is replaced with Weber. Imported cuff fits more tightly to the walls of the accelerator pump cylinder, thereby ensuring high performance injection, and the XX needle replaced with an imported one allows you to more accurately adjust the minimum speed of the internal combustion engine.

Japanese-made jets, suitable in size and parameters, compare favorably with domestic parts by high manufacturing accuracy, and imported shut-off valve needles guarantee a stable fuel level in the float chamber, preventing overflow, sticking and other troubles (suitable for some Mercedes models). If there is a significant air leak, the upper and lower surfaces of the main body are processed (polished).

Modifications of K126 carburetors

Carburettors of the 126th series have been produced for more than a decade, the first models were manufactured at the Leningrad plant (Lenkarz), later renamed PECAR. They began to be used on GAZ-53 and GAZ-66 trucks starting in 1964 (K126B), in 1977 the GAZ-52-03 was equipped with the K126I model, the Lawn 52-04 began to be equipped with K126E. The K126D version was also developed for the Lawns and PAZ buses, later trucks GAZ began to be equipped with a K135 carburetor, which, in fact, is an analogue of the "one hundred and twenty-sixth".

Modification K126P was intended for four-cylinder MZMA engines, was used on Moskvich-408 cars, production began in 1965. Modification K126N was already used on Moskvich-412, for Volga 24 and 24-10 K126G and K126GM (modernized version of G) were intended, and for cars with gas equipment- K126S. The model used regularly on UAZs is the K126GU version (dv. UMZ-417), often the owners of UAZs put the Volgovsky G or GM carburetor.

In fact, many variants of the "126s" are interchangeable, they differ mainly in the lower part of the housing ("sole"), the upper cover (different mount for the air filter housing). Of course, each of the carburetor units is equipped with its own jets, but they can be easily changed. The only thing that cannot be done is to install the carburetor from the truck to the passenger car, and also in the reverse order, here they already have significant differences.

Accelerator pump gas 53. Features of K126 carburetors - device, tuning and adjustment. Possible malfunctions of the fuel supply system and methods for their elimination

Device

Main dosing system

Idle system

float chamber

Economizer

accelerator pump

Speed ​​limiter

Launch system

Carburetor malfunctions

Adjustment

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Carburetor K-126 - device and methods of adjustment

Adjusting the fuel level in the float chamber

Idle adjustment

Adjustment process

Gas 53 "power system" disassembly of the carburetor

Carburetor GAZ-3307

Carburetor adjustment. Unstable idle

Unstable idle

construction machines and equipment, reference

CARBURETORS K-126, K-135CAR GAS PAZ

From the author

OPERATING PRINCIPLE AND CARBURETTOR DEVICE

1. Operating modes, ideal carburetor performance.

2. Carburation, the formation of toxic components

3. Main carburetor dosing system

Be careful about channel orientation!

4. Idling system

5. Transition systems

6. Economizer

7. Accelerator pump

8. Launcher

9. Engine speed limiter

CARBURETTOR MAINTENANCE AND ADJUSTMENT

Dismantling the carburetor

Flushing the carburetor

Removing the top cover

Cleaning the float chamber

Filter Care

Checking the condition of the jets

Dismantling the float mechanism.

Air damper revision

Revision of the throttle actuator mechanism

Checking the condition of the accelerator pump

The deformed plane of the housing connector must be corrected

Setting the fuel level

Carburetor assembly

Trigger Adjustment

Mounting the carburetor

Checking control mechanisms.

Fuel level control

Fuel level label

Idle system adjustment

Possible malfunctions of the fuel supply system and methods for their elimination

Engine won't start

Unstable idle.

Inability to adjust the engine at idle.

Increased fuel consumption.

K126 carburetor device

Adjustment of carburetors K126

Carburetor K126: jets, types and selection

Fuel level in the K126 carburetor

K126 carburetor tuning, tuning

Modifications of K126 carburetors

Speed limiter