CONSTRUCTION AND OPERATION OF THE ROTAX 912 ULS ENGINE AND ITS SYSTEMS
Tutorial
The teacher of the Ural training center Kuleshov V.N.
yekaterinburg city
Accepted symbols and abbreviations 3
General information about the engine 4
Engine data 5
Engine device
Crankshaft and connecting rods 7
Pistons and cylinders 8
Generator housing 8
Reducer 13
Engine systems
Fuel system 13
Gas distribution mechanism 20
Lubrication system 21
Cooling system 24
Starting system 26
Ignition system 27
Exhaust system 34
Engine management system 36
Engine monitoring devices 37
Flight operation of the engine 38
Accepted symbols and abbreviations
Gas station - circuit breaker
BB - propeller
ВЗ - ignition switch
TDC - top dead center
BP - takeoff mode
Fuels and lubricants - fuels and lubricants
KV - crankshaft
KR - cruising mode
LA - aircraft
MG - small gas
MS - rear crankcase (magneto side)
BDC - bottom dead center
PTO - front part of the crankcase (power take-off side)
RUD - engine control knob
RE - operation manual
ACS - standard atmospheric conditions
SU - power plant
FA - fuel-air mixture
GENERAL INFORMATION ABOUT THE ROTAX 912 ULS ENGINE
The P2002 "Sierra" aircraft is powered by a four-stroke, four-cylinder ROTAX 912 ULS piston engine with horizontal boxer cylinders.
The engine has a liquid cylinder head cooling system and an air cylinder cooling system.
The engine consists of the following main components:
Cylinder-piston group;
Crank mechanism;
Propeller gearbox;
Intake and exhaust pipes.
The following systems provide engine operation:
Fuel system with carburetor mixture formation;
Gas distribution mechanism;
Engine lubrication system;
Cooling system;
Launch system;
Ignition system;
Engine control devices;
Engine control system;
Exhaust system.
Basic technical data of the ROTAX 912 ULS engine.
| 1. | Working volume of cylinders | cm 3 | |
| 2. | Compression ratio | 10,5 | |
| 3. | Dry engine weight | Kg | 56,6 |
| 4. | Weight of the equipped engine | Kg | 78,2 |
| 5. | Oil weight | Kg | 2,7 |
| 6. | The amount of oil to be charged | l | 3,0 |
| 7. | Oil consumption | l / hour | ≤ 0,1 |
| 8. | Oil pressure: | kg / cm 2 | |
| Recommended (n\u003e 3500 rpm) | 1,5-4,0 | ||
| Maximum allowable | |||
| Short-term on cold start | |||
| Minimum (n<3500 об/мин) | 0,8 | ||
| 9. | Cylinder head temperature: | ºС | |
| Maximum allowable | |||
| Minimum allowable | |||
| 10. | Oil temperature: | ºС | |
| Recommended | 90-110 | ||
| Maximum allowable | |||
| Minimum allowable | |||
| 11. | Fuel pressure: | kg / cm 2 | |
| Minimum | 0,15 | ||
| Maximum | 0,4 | ||
| 12. | Pickup time from MG to VZL | sec | no more than 3 |
| 13. | Coolant mass | Kg | 2,75 |
| 14. | Assigned resource | hour / years | 4500/36 |
| 15. | Overhaul life | hour / years | 1500/12 |
ROTAX 912 ULS engine operating parameters by modes.
| № | Engine operating modes | Engine / propeller shaft speed rpm. | Power kW / hp | Fuel consumption l / h | Specific fuel consumption r kWh / r hp hour | Continuous running time minutes |
| 1. | Takeoff | 5800/2388 | 73,5/98,5 | 27,5 | ≤5 | |
| 2. | Maximum long | 5500/2265 | 69/92,5 | 25,0 | 285/213 | not limited |
| 3. | Cruising (75% of the maximum continuous | 5000/2050 | 51/68,4 | 18,5 | not limited | |
| 4. | 65% of maximum continuous | 4800/1975 | 44,6/60 | not limited | ||
| 5. | Small gas | 1700/700 (minimum 1400) | ≤5 |
ENGINE STRUCTURE
Crankcase.
The crankcase is the basic part of the engine, which houses the crankshaft with connecting rods and plain bearings and a camshaft with hydraulic valve clearances. The front part of the crankcase (PTO side) is the housing of the integrated gearbox
The crankcase perceives forces of different magnitude and nature acting on the crankshaft and arising from the rotation of the propeller when the engine is running.
The crankcase is of the tunnel type, split and consists of the left and right halves, cast from an aluminum alloy and machined together. The crankcase connector runs in a vertical plane along the crankshaft axis and is sealed with a special sealant. The crankcase halves are centered on 5 guide bushings and a guide pin and assembled with a pin and bolts.
On the left side of the crankcase there are 3 threaded holes, and on the right side - 2 threaded holes and a smooth hole, which, together with the threaded holes in the gearbox cover, are the engine mounts to the engine mount.
A minimum of two pairs of mounting points must be used to mount the engine.
16 studs with nuts are used to secure the cylinders and cylinder heads. The studs are screwed into the engine crankcase through threaded bushings. In the front part of the crankcase (PTO) there are: threaded holes for fixing the gearbox cover; 4 threaded holes for mounting the oil pump. At the rear of the crankcase (MS) there are threaded holes for attaching the magneto generator housing. In the upper part of the crankcase, on the left, near the cylinder No. 2, there is a threaded hole M8, closed with a plug. If necessary, by screwing the stopper into this threaded hole, KB can be wedged in the position of piston N 2 at TDC. Below is a threaded hole in which a magnetic plug is installed. In the lower part of the left half of the crankcase, two threaded holes are made for installing the oil system return line fitting.
There are three crankshaft bearings in the central part of the crankcase. KB plain bearings have bushings. The center bearing has two thrust half rings. At the bottom of the crankcase there are three camshaft bearings. The sliding bearings of the camshaft have no liners.
Crankshaft, connecting rods and bearings.
The crankshaft, together with the connecting rods, converts the work of the translationally moving pistons into rotational energy of the explosive through the gearbox. In addition, it provides movement of the pistons during their non-working stroke and drives the camshaft and magneto generator.
The crankshaft has five bearings and consists of 7 stamped parts with machining. The first support (from the PTO side) is located in the gearbox cover and has a bronze alloy bushing. The second, third and fourth bearings are located in the crankcase and have steel-aluminum alloy liners. The central support has two thrust half rings that take axial loads from the HF. Fifth support (with partiesMS) is located in the housing of the magneto generator.
The connecting rod is a stamped part with machining and is an I-beam with a piston and crank head. The plain bearing of the crank head has a sleeve. The crankshaft with connecting rods is a non-separable part and cannot be repaired under operating conditions. The end part of the crankshaft from the PTO side has splines and thread МСОх 1.5 for fastening the drive gear of the reducer.
The end part of the crankshaft on the MS side has a cylindrical surface with a keyway for installing a camshaft drive gear, a cylindrical surface for supporting an electric starter gear, a tapered surface and a left M34x1.5 thread for fixing the freewheel body, a tapered surface with a keyway and an internal Ml6x1.5 thread for fastening the rotor of the magneto-generator.
Pistons, Rings and Piston Pins .
The piston perceives the pressure of the gases and transfers their work through the connecting rod to the HF. The piston is cast from an aluminum alloy, machined on the outside and partially on the inside. The piston bottom has a recess. Three grooves are machined in the piston head for mounting rings. The bottom groove has four radial oil drain holes. The upper and middle rings are compression rings, the lower ring is an oil scraper and has a spacer spring. In the middle part of the skirt there are two diametrically opposite bosses with holes for installing the piston pin. The holes are double punched to improve pin lubrication. The piston pin is a hollow, floating type that connects the piston to the connecting rod. The pin is secured against axial movement by two retaining rings.
ATTENTION: Retaining rings for single use.
The axis of the piston pin is offset relative to the axis of the piston. When installing, it is necessary to orient the piston so that the arrow on the bottom points towards the gearbox. The rings are installed so that the locks of the upper compression and oil scraper rings are oriented upwards, and the lock of the lower compression rings are oriented downwards. According to the outer diameter, the pistons are divided into two classes: "Red" and "Green".
Generator housing.
The generator housing acts as a cover for the MS side of the crankcase. The generator housing is attached to the engine crankcase with nine bolts. The connection is sealed with a special sealant.
The engine crankcase and the generator housing form a cavity in which are located: a camshaft drive, a water pump drive, an electric starter drive with an overrunning clutch, a mechanical tachometer drive. In the center of the body is the fifth crankshaft bearing with an oil seal. The lower part of the generator casing is the casing of the integrated water pump. The cover of the water pump is fixed to the casing by five bolts, of which two middle ones pass through the generator casing and are screwed into the engine crankcase, and the lower bolt is the drain plug of the engine cooling system. The connection between the body and the cover is sealed with a paranite gasket. Elements for installing an electric starter are made in the upper left part of the body. A hole is made in the lower left part of the housing for installing the housing of the mechanical tachometer drive.
On the outer part of the cover there are 12 threaded holes for the installation of the generator stator, ignition system sensors and flanging clamps.
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1 - inlet pipe; 2 - exhaust pipe; 3 - oil filter; 4 - reducer; 5 - BB flange; 6 - fuel pump; 7 - carburetor; 8 - electric starter; 9 - electronic block of the ignition system; 10 - magnet generator body;
11 - reservoir of the cooling system; 12 - water pump
ROTAX-912ULS engine. General drawing.
3 - oil filter; 5-flange BB; 7 - carburetor; 8 - electric starter; 10 - magnet generator body; 13-sensor
oil pressure; 14-oil pump; 15 - oil temperature sensor; 16.-cylinder
Direction of rotation
counterclockwise when viewed from the PTO side (from the gearbox side).
WARNING: Do not turn the propeller
against rotation.
Direction of rotation of the propeller shaft
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Reducer
Depending on the motor type, certificate and configuration, the gearbox can be supplied with or without an overload clutch.
♦ NOTE: An overload clutch is fitted as standard on all certified aircraft engines and non-certified aircraft engines in configuration N 3.
♦ NOTE: The illustration shows a gearbox with an overload clutch.
The design of the gearbox has a torsional vibration damper. When torsional vibration occurs, angular movement of the driven gear relative to the cam clutch occurs, which causes linear movement of the clutch and compression of the Belleville springs.
In the presence of an overload clutch, small torsional vibrations are damped by a friction clutch formed by the cams of the driven gear and an overload clutch, which ensures smoother engine operation in the "idle" mode. The torsion bar works only when starting, stopping and during sudden changes in modes. The overload clutch provides harmlessness to the engine of such modes.
♦ NOTE: The overload clutch also prevents transmission to
crankshaft load caused by the impact of the propeller on a foreign object.
The reducer can be equipped with a vacuum pump or hydraulic regulator of constant speed of rotation of the propeller. These units are driven from the gearbox shaft.
FUEL SYSTEM.
The fuel system is used for storing, supplying and cleaning fuel, supplying and cleaning air, preparing a fuel-air mixture and supplying it to the engine combustion chambers. The fuel system (fig. 28) includes:
1. Fuel tank.
2. Filler neck with prompting valve.
3. Coarse filter.
4. Shut-off fire hydrant.
5. Fine filter.
6. Mechanical fuel pump.
7. Drain cock.
8. Built-in fuel pump filter.
9. Return line.
10.Pressure indicator.
Fuel pump.
Fuel pump PIERBURG720 971 55 - diaphragm type with mechanical
driven.
The fuel pump is mounted on the gearbox cover and is driven from
eccentric on the explosive shaft and provides fuel supply with excess pressure
0.15...0.3 MPa.
When fuel tanks are located below the engine, it is recommended to install
additional electric pump 996 730 in the line between the fuel
tank and main pump.
Fuel filter.
Fuel mesh filters with a filtration capacity of 0.3 mm must be installed on the fuel tank intake.
In the suction line, in front of the fuel pump, a fuel mesh filter with a filtration capacity of 0.10 mm must be installed.
Carburetor "BING 64/32".
Carburetor "BING 64/32" of constant vacuum, double-float, with a horizontal diffuser of variable cross-section, with a starting enrichment, with a 36 mm throttle valve (Fig. 31 and 32) is designed to prepare a fuel-air mixture at all engine operating modes.
A constant vacuum carburetor, two-float, with a horizontal diffuser, with a starting enrichment, with a throttle valve, is used to prepare fuel assemblies in all modes
engine operation. The position of the throttle valve, the degree of its opening, changes the magnitude of the vacuum in the zone of the emulsion diffuser and provides the necessary conditions for the formation of a conditioned fuel assembly. The carburetor is secured to the engine through a rubber flange, which prevents resonance from causing float failure.
The control of the throttle valves of the carburetors (power) is synchronized, carried out from the cab by moving the throttle control, mechanically connected to the throttle levers on the engine by wiring / control. The selected throttle position is maintained by the lever loading mechanism.
Float mechanism.
The float mechanism is designed to maintain a given fuel level and includes two vertically moving plastic floats (12), a forked lever (13), a needle valve (10). The use of two independent floats, located on both sides of the carburetor axis, ensures the smooth operation of the engine during aircraft evolutions.
Force is transmitted from the forked lever to the needle valve through the spring-loaded valve plug and spring clip (II), which prevents vibrations from affecting the operation of the float mechanism. The parts of the mechanism must be free of wear. Pay particular attention to the condition of the needle valve (fig. 30).
The fuel level in the float chamber is adjusted by bending the forked lever antenna (13) so that when the carburetor is in the inverted position, the gap between the forked lever and the body of caliber 877 730 is 0.4 ... 0.5 mm (Fig. 30). To control the adjustment, it is necessary to measure the fuel level in the float chamber, which should be 13 ... 14 mm below the upper edge of the float chamber (15) with the floats removed. The pressure in the over-fuel space of the float chamber must be equal to the pressure at the inlet to the carburetor. The position of the prompting tube (71) must meet this requirement.
The float chamber (15) is attached to the carburetor body through a gasket (17) with a spring clip (18).
Schematic diagram of the fuel system
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Figure: 32. Schematic diagram of the carburetor
Main dosing system.
The main metering system ensures the supply of the required amount of fuel at all load modes and includes a throttle valve (45), a plunger (19) with a return spring (26) and a diaphragm (23), a metering needle (20) with an adjusting ring (21), main jet (7), metering needle jet (3) and emulsion diffuser (2).
The quality of the fuel-air mixture at all load modes, except for the full load mode, is determined by the section of the channel formed by the metering needle nozzle (3) and the metering needle (20). The quality of the air / fuel mixture at full load is determined by the diameter of the main jet. The amount of mixture is determined by the cross-sectional area in the carburetor diffuser, which is controlled by the position of the throttle valve (45). The throttle valve is attached to the shaft (43) with two screws (46). The seal between the shaft and the housing is provided by a ring (44). The bracket (47) limits the axial movement of the shaft. A stop XX (50) and a drive lever (51) are installed on the end part of the shaft. The damper position is controlled by a bowden-type cable. Using a bolt (52), bushing (53), washer (54) and nut (55), a control cable is attached to the actuator arm through the Bowden stop (66). The control system must be adjusted so that when the throttle is set to the BP position, the cable sheath has a freedom of movement of 1 mm. The return spring (56) is installed on the bracket (47) and the throttle actuator lever (51) and acts to pull the cable (increase the speed).
Opening the throttle valve (45) leads to an increase in the air flow in the diffuser and the creation of a vacuum in the area of \u200b\u200bthe emulsion diffuser (2), which provides fuel from the float chamber to the carburetor diffuser. But this vacuum does not supply enough fuel, so the carburetor is equipped with a constant vacuum regulator. The regulator consists of a plunger (19), a diaphragm (23), which together with the carburetor body (1) and the cover (27) form two cavities. The vacuum in the diffuser is transferred to the upper cavity of the regulator through the hole (U). A vacuum is transmitted to the lower cavity of the regulator through channel (V) at the inlet to the carburetor. The force arising from the difference in vacuum raises the plunger, overcoming its weight and compressing the spring (26), which leads to an increase in the diffuser section and the channel section formed by the metering needle nozzle (3) and the metering needle (20). The weight of the plunger (19) and the compression force of the spring (26) are matched and provide a constant vacuum in the area of \u200b\u200bthe emulsion diffuser until the plunger is in the upper position. Thereafter, the carburetor acts as a constant diffuser carburetor. The cover (27) has a hole (D) connecting the upper cavity of the regulator with the internal cavity of the cover. The hole diameter is selected so that the inner cavity of the cover acts as a damper for the plunger vibrations. The washer (6) installed between the main jet (7) and the bushing (4), together with the float chamber, forms an annular channel, which ensures the presence of fuel in the zone of the main jet during aircraft evolution. The connection of the bushing (4) with the carburetor body is sealed with a ring (5) to prevent fuel suction bypassing the main jet. Under the action of vacuum, fuel from the float chamber enters through the main jet (7), adapter sleeve (4), metering needle jet (3) into the emulsion diffuser (2), and then into the carburetor diffuser. For a high-quality formation of the fuel-air mixture, the fuel is mixed with the air flowing through the channel (Z) to the emulsion diffuser before exiting the carburetor diffuser.
Depending on the operating conditions (ambient temperature, altitude of the base aerodrome), it is necessary to adjust the main dosing system. The quality of the air-fuel mixture at all load modes, except for the full load mode, is regulated by repositioning the adjusting ring on the metering needle (position 1 - the leanest mixture; position 4 - the richest mixture. See Fig. 31 ). The quality of the air-fuel mixture at maximum load is regulated by replacing the main jet. The required diameter of the nozzle is determined by the formula:
D is the required diameter of the jet,
D 0 - standard diameter of the jet,
К - correction factor depending on operating conditions.
The correction factor is determined from the table:
| N, m t, ° C | |||||||||
| -30 | 1,04 | 1,03 | 1,01 | 1,00 | 0,98 | 0,97 | 0,95 | 0,94 | 0,93 |
| -20 | 1,03 | 1,02 | 1,00 | 0,99 | 0,97 | 0,96 | 0,95 | 0,93 | 0,92 |
| -10 | 1,02 | 1,01 | 0,99 | 0,98 | 0,96 | 0,95 | 0,94 | 0,92 | 0,91 |
| 1,01 | 1,00 | 0,98 | 0,97 | 0,95 | 0,94 | 0,93 | 0,91 | 0,90 | |
| 1,00 | 0,99 | 0,97 | 0,96 | 0,95 | 0,93 | 0,92 | 0,91 | 0,89 | |
| 1.00 | 0,99 | 0,97 | 0,96 | 0,94 | 0,93 | 0,92 | 0,90 | 0,89 | |
| 1,00 | 0,98 | 0,97 | 0,95 | 0,94 | 0,93 | 0,91 | 0,90 | 0,88 | |
| 0,99 | 0,97 | 0,96 | 0,94 | 0,93 | 0,92 | 0,90 | 0,89 | 0,88 | |
| 0,98 | 0,96 | 0,95 | 0,94 | 0,92 | 0,91 | 0,90 | 0,88 | 0,87 | |
| 0,97 | 0,96 | 0,94 | 0,93 | 0,92 | 0,90 | 0,89 | 0,88 | 0,86 |
Where: H, m is the height of the base aerodrome above sea level;
t, ° C - ambient temperature.
Idling system.
The idle system is designed to prepare and supply an enriched fuel-air mixture in order to ensure stable engine operation at low engine speed. It consists of an idle jet (8), air channel LLD, two channels LA and BP, adjusting screws for quality (57) and quantity (49) of the mixture.
When the throttle valve is set to the idle position, a large vacuum is created in the area of \u200b\u200bthe LA channel (in front of the throttle valve), under the action of which the fuel is supplied through the idle nozzle to the emulsion channel, where it mixes with the air entering through the LLD channel. The resulting emulsion enters the diffuser through the LA channel. When the throttle is moved from the MG position, the rarefaction is redistributed in the throttle valve area, and the emulsion is supplied through the LA and BP channels, which provides an increase in fuel supply for a smooth transition, without failures, from idling to engine operation at medium loads, when the main dosing system.
Tightening the mixture quality screw reduces fuel consumption, which leads to a leaner air-fuel mixture. When tightening the screw for the amount of the mixture, the throttle valve opens slightly, which leads to an increase in the rotational speed of the HF.
The mixture quality screw and XX jet are sealed with O-rings (9). The spring (58) prevents spontaneous loosening or tightening of the mixture quality screw.
Carburetor enricher.
The carburetor enricher serves to enrich the fuel-air mixture when starting a cold engine and consists of a disc valve (34), an orifice (16), a cover (33) and channels. Depending on the position of the valve, a vacuum is created in the fuel passages of the enrichment unit. In the "off" position, the vacuum provides only filling of the enrichment supply well in the float chamber. When the enrichment unit is turned on, the valve connects the air and fuel channels, which leads to an increase in vacuum, due to which an additional amount of fuel is supplied to the carburetor diffuser from the supply well, which greatly over-enriched the mixture to ensure starting. During further work with the included enricher, the fuel enters the supply well through the nozzle (16), i.e. the level of re-enrichment of the mixture is reduced. The disc valve shaft is sealed with a ring (35). The enrichment cover is attached to the carburetor body with four bolts (37) and sealed with a gasket (36). The position of the concentrator lever is controlled by a bowden-type cable. The control cable is connected to the lever by means of a ball or cylinder with a locking screw, passing through the Bowden stop (68-70). The control system must be adjusted so that when the concentrator is set to the "off" position, the cable sheath has a freedom of movement of 1 mm. The return spring (42) is installed on the lug in the cover (27) and the enrichment drive lever (39) and acts to pull the cable (turn off the enrichment).
NOTE: I. The efficiency of the concentrator decreases if the throttle is not in the MG position.
2. To facilitate the "cold" start of the engine, it is recommended to perform a "cold." scrolling with the enrichers turned off to fill the supply wells.
ATTENTION: When the engine is operating at load conditions with the included carburetor enrichers, a spontaneous decrease in the KB speed may occur, up to the engine shutdown.
Carburetor adjustment.
Carburetor adjustment involves the following work:
Adjusting the fuel level in the float chamber;
Adjustment of the main dosing system;
Idling system adjustment;
Adjustment of the starting system,
when performing which it is necessary to ensure the synchronous operation of the carburetors.
ATTENTION: Asynchronous operation of carburetors leads to an increase in the level of engine vibrations and loads on the parts of the crank mechanism.
With the mechanical method of synchronization, the synchronization of movement of the carburetor throttle valves, the position of the screws for the quantity and quality of the mixture and the movement of the starting valves are visually checked.
With the pneumatic method of synchronization, instead of the screw (50), a two-pointer or "U"-shaped pressure gauge is connected to the carburetor fittings to control the vacuum in the carburetor diffusers, which must be the same in all engine operating modes.
GAS DISTRIBUTION MECHANISM.
The gas distribution mechanism is designed for the timely admission of the fuel-air mixture into the cylinders and the release of exhaust gases from them. The gas distribution mechanism of the Rotax-912UL engine has a lower camshaft and an upper valve arrangement.
The mechanism includes a camshaft with hydraulic clearance compensators, rods, rocker arms, rocker arm axles, valves, springs and valve guides.
The force from the cams of the shaft is transmitted through the hydraulic lifters, rods and rocker arms to the valves, which open by compressing the springs. The valves are closed by compressed springs.
ATTENTION: Before starting the engine, it is necessary to perform "cold" cranking until the oil pressure appears to fill the hydraulic lifters.
The camshaft is located in the engine crankcase and is driven by the crankshaft through a pair of gears. Its rotation frequency is half the rotation frequency of the crankshaft. The axial movement of the camshaft is limited by the bearing surfaces of the gears mounted on the shaft.
From the camshaft on the PTO side, power is taken to drive the oil pump, and from the MS side - to drive the water pump and mechanical tachometer.
When assembling the crankcase, it is necessary to align the marks on the drive gears, which ensures the correct setting of the valve timing.
ENGINE LUBRICATION SYSTEM.
The lubrication system is designed to lubricate the rubbing engine parts, as well as to partially cool them and to remove wear products from them. The engine lubrication system (fig. 37) is a closed-type dry sump system with forced oil circulation. The integrated positive displacement oil pump is driven by the camshaft.
From the oil tank (1), the oil, under the action of a vacuum created by the oil pump, enters the suction line (2), passes, cooled, through the radiator (3) and through the suction line (4) enters the suction cavity of the oil pump formed by the rotors (5). When the rotors rotate, a portion of oil is compressed and moved into the pumping cavity of the oil pump. From this cavity, oil through the peripheral holes of the filter (7) enters its internal cavity. Passing through the filter element into the inner cavity of the filter, the oil is purified from impurities. When the filter element is clogged, the valve (10) opens due to the pressure difference and the oil, bypassing the filter element, enters the engine, which prevents oil "starvation".
ATTENTION: Lubricating the engine with unrefined oil will cause premature wear of its parts. The use of recommended oils, the use of original oil filters and regular, timely maintenance work excludes this phenomenon.
The cleaned oil enters the high pressure chamber of the oil pump, which has a bypass valve (8). When the nominal pressure is exceeded, the ball opens the channel (9) of the oil pump, through which excess oil is bypassed into the suction cavity of the oil pump. The bypass pressure (valve opening moment) is regulated by the number of washers under the spring.
NOTE: During cold starts at low temperatures, the bypass valve performance may be insufficient due to the high viscosity of the oil. But when the engine warms up, the oil viscosity drops and the pressure should not exceed the nominal value.
From the high pressure cavity, oil flows into the channel (11) located in the left half of the crankcase. From the channel (11), the oil enters the channels of the hydraulic compensators of cylinders 2 and 4 and from them, through the channels of the rods (13) and rocker arms (15), it enters to lubricate the parts of the gas distribution mechanism. Oil flows into the crankcase along the inner cavity of the rod bodies and channels (17), lubricating the camshaft cams. From channel (P) oil also goes to lubricate the camshaft bearing N3 (18), through channels (19), (20) and (21) - to lubricate the bearings NZ and S2 of the crankshaft and the connecting rod bearing of cylinder 4. By connection (22 ) the oil enters the channel (23) located in the right half of the crankcase. From the channel (23) oil is supplied to the lubrication of the camshaft bearings N1 (28) and N2 (24); crankshaft supports HI, H2 and S1; connecting rod bearings of cylinders 1, 2 and 3; parts of the gas distribution mechanism of cylinders 1 and 3. After lubrication of the connecting rod bearings, oil splashes onto the cylinder walls, pistons and piston pins. After lubricating the supports S 1 (31) and S2 (21), oil enters the cavities of the gearbox and drives to lubricate their parts.
If the engine is equipped with a propeller pitch controller (version 912UL3), oil flows through the line (33) into the cavity of the flange (34) and then to the gear pump (35) of the governor. The oil pressure rises to 23 MPa and through the channel (36) enters the inner cavity of the explosive shaft and through the channel (39) returns to the cavity of the gearbox. Oil consumption, and as a consequence, the pressure in the cavity of the explosive shaft (38), depends on the position of the control lever. The pressure in the cavity acts on the explosive actuator.
All oil, after lubricating the parts, flows into the lower part of the crankcase (40) and, under the influence of the pressure of the crankcase gases, through the fitting (41) and the return line (42) enters the oil tank (1). The inlet of the oil tank is oriented so that the oil flows tangentially onto the separator (43), which ensures gas separation. The oil flows down through the separator sieve, and gases leave the tank through the vent fitting (44). The gases can be removed to the atmosphere, to an air filter or to an additional tank in communication with the atmosphere. Provision must be made to protect the ventilation opening from icing and clogging. If the ventilation hole is closed, then the excess pressure is released through the valve cover of the oil tank filler neck.
During operation, it is necessary to constantly monitor the oil pressure and temperature. For this, a temperature sensor is installed in the channel (11) area, and a pressure sensor in the channel (23) area.
Oil system operation.
During the pre-flight inspection, visually check the tightness of the lubrication system, make sure that there is no oil.
DEVICE OF THE ROTAX 912 ULS ENGINE
Crankcase.
The crankcase is the basic engine part that houses the crankshaft with connecting rods and plain bearings and a camshaft with hydraulic compensationvalve clearances. The front part of the crankcase (PTO side) is the housing of the integrated gearbox
The crankcase perceives forces of various magnitude and nature acting on the crankshaft and arising from the rotation of the propeller when the engine is runningbody.
The crankcase is of the tunnel type, split and consists of the left and right halves, cast from an aluminum alloy and machined together. Car connectorthe tera runs in a vertical plane along the crankshaft axis and is sealedspecial sealant. The crankcase halves are centered on the 5 guide bushings and the guide pin and assembled with a pin and bolts.
On the left side of the crankcase there are 3 threaded holes, and on the right - 2 threaded holes and a smooth hole, which, together with the threaded holesholes in the gearbox cover are the engine mounts to the motor mount.
A minimum of two pairs of crepe knots must be used to mount the engine.laziness.
16 studs with nuts are used for fastening cylinders and cylinder headskami. The studs are screwed into the engine crankcase through threaded bushings. In front of the crankcase (PTO) there are: threaded holes for fixing the gearbox cover; 4 threaded holesfor fastening the oil pump. At the rear of the crankcase (MS) there are threads holes for fixing the case of the magneto - generator. At the topcrankcase, on the left, near cylinder N 2, there is a threaded hole M8, closed toe with a plug. If necessary, screw the stopper into this threadedhole, you can jamKB in the position of the piston N 2 at TDC. Below is locateda threaded hole in which the magnetic plug is installed. At the bottom the left half of the crankcase has two threaded holes for the mustacheoil system return line fitting.
There are three crankshaft bearings in the central part of the crankcase. Bearingnicks slipKB have inserts. The center bearing has two stopshalf rings. In the lower part of the crankcase there are three distributor supportsleg shaft. The sliding bearings of the camshaft have no liners.
Crankshaft, connecting rods and bearings.
The crankshaft, together with the connecting rods, transforms the work in translationrotating pistons into the rotational energy of the explosive through the reducer. In addition, he providedbakes the movement of pistons during their non-working stroke and activatescamshaft and magneto generator.
The crankshaft is five-bearing and consists of 7 stamped parts with mechanicalsome processing. The first support (from the PTO side) is located in the cover peductor and has a bronze alloy bushing. The second, third and fourth bearings are located in the crankcase and have steel-aluminum alloy liners.The central support has two thrust half rings that perceive axialloads from KV. Fifth support (with parties MS ) is located in the case of the magneto-generator.
The connecting rod is a stamped part with machining and is an I-section rod with a piston and crank head. The plain bearing of the crank head has a sleeve. The crankshaft with connecting rods is a non-separable part and cannot be repaired under operating conditions. The end part of the crankshaft from the PTO side has splines and thread МСОх 1.5for fastening the drive gear of the reducer.
End part of the crankshaft from the sideMS has a cylindrical topslot with a keyway for installing the camshaft drive gearla, cylindrical surface for supporting the electric starter gear, taperedsurface and left thread M34x1.5 for fastening the freewheel body, tapered surface with a keyway and an internal threadMl 6x1.5 for fixing the rotor of the magneto generator.
Pistons, Rings and Piston Pins .
The piston perceives the pressure of the gases and transfers their work through the connecting rod to the HF. The piston is cast from an aluminum alloy, machined on the outside and partiallybut from the inside. The piston bottom has a recess. Three ka are machined in the piston headrings for installing rings. The bottom groove has four radial holes to drain the oil. Upper and middle rings - compression, lower ring - masremovable and has a spacer spring. In the middle part of the skirt there are two diametersmetrically opposite bore bores for piston mountingfinger. The holes are double punched to improve pin lubrication. The piston pin is a hollow, floating type that connects the piston to the connecting rod. From the waspthe first movement of the pin is fixed by two retaining rings.
ATTENTION: Retaining rings for single use.
The axis of the piston pin is offset relative to the axis of the piston. When installing, it is necessary to orient the piston so that the arrow on the bottom points to the gearbox. The rings are installed so that the locks of the upper compression and oil scraper rings are oriented upward, and the lock of the lower compression ring isway down. According to the outer diameter, the pistons are divided into two classes: "Red" and "Green".
Cylinders and cylinder heads.
The engine cylinder with the cylinder head and the piston crown form a chamber in which the fuel-air mixture is combusted. Cylinders are cast from an aluminum alloy with subsequent mechanicalprocessing. After honing, an organosilicon coating is made on the cylinder working surface. On the outer surface of the cylinder are madehorizontal cooling fins. The cylinder is attached to the crankcase together with thdexterous with four studs and nuts. Cylinder to crankcase connectionsealed with a rubber ring. On the diameter of the liner, the cylinders are divided into twoclass: "Red" and "Green". The cylinder head is cast from an aluminum alloy with subsequent mechanicalical processing. The double walls of the head form a space along whichcoolant circulates. The heads are located in the combustion chamberla of the inlet and outlet valves, and on the opposite side there is a cavity forparts of the gas distribution mechanism, which is closed by a cover with O-rings. At the top of the head there are holes for the mouthnew: inlet with four threaded holes, flange outletcoolant pipe with two holes, spark plugs... At the bottom of the head there are holes for installation: underwater pipe of the cooling system, rod bodies, cylinder head temperature sensor (only for cylinder heads N2 and 3) ; spark plug. On the side of the head there ishole for installing the exhaust pipe. Flange fixing the branch pipe,installed on two studs. The connection between head and cylinder is nothas an additional seal.
Generator housing.
The generator housing acts as a crankcase cover from the sideMS ... The generator housing is attached to the engine crankcase with nine bolts. Compoundsealed with a special sealant.
The engine crankcase and the generator housing form a cavity, in which are located:camshaft drive, water pump drive, electric starter drivewith freewheel, mechanical tachometer drive. In the center of the body is the fifth crankshaft bearing with an oil seal.The lower part of the generator casing is the casing of the integrated water pump. The cover of the water pump is fixed to the body with five bolts, from which rykh two middle ones pass through the generator case and are screwed into the engine crankcasebody, and the lower bolt is the drain plug of the engine cooling system. Cothe union of the body and the cover is sealed with a paranite gasket. Elements for installing an electric starter are made in the upper left part of the body. In the lower left part of the case there is a hole for installing the casesa drive the mechanical tachometer.
On the outer part of the cover there are 12 threaded holes for installing the generator stator, ignition system sensors and flanging clamps.
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ROTAX-912ULS engine. General drawing.
1 - inlet pipe; 2 - exhaust pipe; 3 - oil filter; 4 - reducer; 5 - BB flange; 6 - fuelpump; 7 - carburetor; 8 - electric starter; 9 - electronic block of the ignition system; 10 - magnet generator body;
11 - reservoir of the cooling system; 12 - water pump
Engine "ROTAX -912 ULS ". General drawing.
3 - oil filter; 5-flange BB; 7 - carburetor; 8 - electric starter; 10 - magnet generator body; 13-sensor
oil pressure; 14-oil pump; 15 - oil temperature sensor; 16.-cylinder
Direction of rotation
counterclockwise as viewed frompTO side (from the gearbox side).
WARNING: Do not turn the propeller
against rotation.
Direction of rotation of the propeller shaft
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Reducer
Depending on the motor type, certificate and configuration, the gearbox canavailable with or without overload clutch.
♦ NOTE: The overload clutch is fitted as standard on all certified aircraft engines and carriersequipped aircraft engines in configuration No. 3.
♦ NOTE: The illustration shows a gearbox with counter regulating clutch.
The design of the gearbox has a torsional vibration damper.When torsional vibration occurs, angular movement of the driven gear relative to the cam clutch occurs, which causes a linear shift.displacement of the clutch and compression of the Belleville springs.
In the presence of an overload clutch, damping small torsion linesbathing occurs due to the clutch formed by the cams of the driven gearand an overload clutch for smoother engine operationon the "low gas" mode. The torsion bar only works when starting, stopping and cuttingtheir regime changes. The overload clutch provides harmlessness to the engine of such modes.
♦ NOTE: The overload clutch also prevents transmission to
crankshaft load caused by the propeller hitting a foreign object.
The gearbox can be fitted with a vacuum pump or hydraulic regulatortorus of constant speed of rotation of the propeller. These units are driven from the gearbox shaft.
ROTAX 912 iS / iSc engine
Piston engine ROTAX 912 iS / iSc (100 HP) - gasoline, four-stroke, four-cylinder with injection mixture formation.
Building on the proven ROTAX 912 ULS / S engine concept, the new ROTAX 912 iS / iSc offers, in addition to all the well-known advantages of the ROTAX four-stroke aircraft engines, new innovative solutions such as direct fuel injection and electronic control system.
The arrangement of the cylinders is opposite, the arrangement of the camshaft of the gas distribution system is lower. Equipped with hydraulic valve clearances.
The engine has an air cooling system for the cylinders and a liquid cooling system for the cylinder heads. Equipped with an electronic duplicated ignition system.
Fuel - motor gasoline with an octane rating of at least 95 by the research method (85 by motor).
The engine resource before the first major overhaul, as well as the overhaul life - 2000 hours or 15 years of operation.
Warranty resource - 100 operating hours or 6 months from the date of the first launch, or 1 year from the date of purchase.
Technical data and mass characteristics
Cylinder diameter:
84 mm
Piston stroke:
61.0 mm
Working volume:
1352 cm 3
Compression ratio:
10,8:1
Power:
73.5 kW (100 hp) at 5800 rpm
69 kW (93 hp) at 5500 rpm
Torque:
121.0 Nm @ 5800 rpm
Fuel consumption:
26.1 l / h
23.6 l / h
16.5 l / h
250 g / kWh
Maximum permissible crankshaft speed
5800 rpm
Minimum crankshaft speed
1400 rpm
Direction of rotation of the propeller shaft
left (counterclockwise) when viewed from the power take-off
Operating temperature range:
-25 ... + 50 ° С
Maximum allowable overload:
-0.5 g no more than 5 s
Mass characteristics
Standard engine with gearbox i \u003d 2.43 and overload clutch, with oil tank, with electrical system, without engine mount, exhaust system, fuel pumps, deflector, radiators:63.6 kg
Exhaust system
4.3 kg
Deflector
0,4 kg
Additional generator
3.0 kg
Fuel pumps
1.6KG
Motorama
2.0KG
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1 DESIGN AND OPERATION OF THE ROTAX 912 ULS ENGINE AND ITS SYSTEMS Textbook Teacher of the Ural training center Kuleshov V.N. Ekaterinburg 2010
2 CONTENTS Page Symbols and abbreviations used 3 General information about the engine 4 Technical data of the engine 5 Engine structure Crankcase 7 Crankshaft and connecting rods 7 Pistons and cylinders 8 Generator housing 8 Gearbox 13 Engine systems Fuel system 13 Timing mechanism 20 Lubrication system 21 Cooling system 24 Starting system 26 Ignition system 27 Exhaust system 34 Engine management system 36 Engine monitoring instruments 37 Engine flight 38 2
3 Accepted symbols and abbreviations AZS VV VZ VMT VR GSM KV KR LA MG MS NMT RTO RUD RE ACS SU TVS - circuit breaker - propeller - ignition switch - top dead center - takeoff mode - fuels and lubricants - crankshaft - cruising mode - aircraft - idle - rear crankcase (magneto side) - bottom dead center - front crankcase (power take-off side) - engine control knob - operating manual - standard atmospheric conditions - propulsion system - air / fuel mixture 3
4 GENERAL INFORMATION ABOUT THE ROTAX 912 ULS ENGINE The P2002 Sierra is powered by a four-stroke, four-cylinder ROTAX 912 ULS piston engine with a horizontally opposed cylinder arrangement. The engine has a liquid cylinder head cooling system and an air cylinder cooling system. The engine consists of the following main units: - Carter; - Cylinder and piston group; - Crank mechanism; - Propeller gearbox; - Intake and exhaust pipes. Engine operation is ensured by the following systems: - fuel system with carburetor mixture formation; - gas distribution mechanism; - engine lubrication system; - cooling system; - launch system; - ignition system; - engine control devices; - engine control system; - exhaust system. four
5 Basic technical data of the ROTAX 912 ULS engine. 1. Working volume of cylinders cm Compression ratio 10.5 3. Weight of dry engine kg 56.6 4. Weight of equipped engine kg 78.2 5. Weight of oil kg 2.7 6. Amount of charged oil l 3.0 7. Oil consumption l / h 0.1 8. Oil pressure: Bar Recommended (n\u003e 3500 rpm) 1.5-4.0 Maximum allowable 6 Short-term at cold start 7 Minimum (n<3500 об/мин) 0,8 9. Температура головок цилиндров: ºС Максимально допустимая 135 Минимально допустимая Температура масла: ºС Рекомендуемая Максимально допустимая 130 Минимально допустимая Давление топлива: кг/см 2 Минимальное 0,15 Максимальное 0,4 12. Время приемистости с МГ до ВЗЛ сек не более Масса охлаждающей жидкости кг 2, Назначенный ресурс час/лет 3600/ Межремонтный ресурс час/лет 1200/15 Параметры работы двигателя ROTAX 912 ULS по режимам. Режимы работы двигателя Частота вращения вала двигателя/ воздушного винта об/мин. Мощность квт/лс Расход топлива л/час Удельный расход топлива г квт.час/ г л.с.час Время непрерывной работы минут 1. Взлетный 5800/ ,5/98,5 27, Максимальный продолжительный 5500/ /92,5 25,0 285/213 не ограничено 3. Крейсерский (75% максимального продолжительного 5000/ /68,4 18,5 не ограничено 4. 65% максимального продолжительного 4800/ ,6/60 15,5 не ограничено 5. Малый газ 1700/700 (миним.1400) Максимальные перегрузки двигателя: Положительная-10g;Отрицательная-0,5g; Горизонтальная-3g 5 5
7 ENGINE STRUCTURE Engine crankcase. The crankcase is the basic part of the engine, which houses the crankshaft with connecting rods and plain bearings and a camshaft with hydraulic valve clearances. The front part of the crankcase (PTO side) is the housing of the integrated gearbox. The crankcase perceives forces of different magnitude and nature acting on the crankshaft and arising from the rotation of the propeller when the engine is running. The crankcase is of the tunnel type, split and consists of the left and right halves, cast from an aluminum alloy and machined together. The crankcase connector runs in a vertical plane along the crankshaft axis and is sealed with a special sealant. The crankcase halves are centered on 5 guide bushings and a guide pin and assembled with a pin and bolts. On the left side of the crankcase there are 3 threaded holes, and on the right side - 2 threaded holes and a smooth hole, which, together with the threaded holes in the gearbox cover, are the engine mounts to the engine mount. A minimum of two pairs of attachment points must be used to mount the engine. 16 studs with nuts are used to secure the cylinders and cylinder heads. The studs are screwed into the engine crankcase through threaded bushings. In the front part of the crankcase (PTO) there are: threaded holes for fixing the gearbox cover; 4 threaded holes for mounting the oil pump. At the rear of the crankcase (MS) there are threaded holes for attaching the magneto generator housing. In the upper part of the crankcase, on the left, near the cylinder No. 2, there is a threaded hole M8, closed with a plug. If necessary, by screwing the stopper into this threaded hole, KB can be wedged in the position of piston N 2 at TDC. Below is a threaded hole in which a magnetic plug is installed. In the lower part of the left half of the crankcase, two threaded holes are made for installing the oil system return line fitting. There are three crankshaft bearings in the central part of the crankcase. KB plain bearings have bushings. The center bearing has two thrust half rings. At the bottom of the crankcase there are three camshaft bearings. The sliding bearings of the camshaft have no liners. Crankshaft, connecting rods and bearings. The crankshaft, together with the connecting rods, converts the work of the translationally moving pistons into rotational energy of the explosive through the gearbox. In addition, it provides movement of the pistons during their non-working stroke and drives the camshaft and magneto generator. The crankshaft is five-bearing and consists of 7 (5) machined stamped parts. The first support (from the PTO side) is located in the gearbox cover and has a bronze alloy bushing. The second, third and fourth bearings are located in the crankcase and have steel-aluminum alloy liners. The central support has two thrust half rings that take axial loads from the HF. The fifth support (from the MS side) is located in the housing of the magneto generator. The connecting rod is a stamped part with machining and is an I-section rod with a piston and crank head. The plain bearing of the crank head has a sleeve. The crankshaft with connecting rods is a non-separable part and cannot be repaired under operating conditions. The end part of the crankshaft on the PTO side has splines and thread МСОх 1.5 for fastening the drive gear of the reducer. The end part of the crankshaft on the MS side has a cylindrical surface with a keyway for installing a camshaft drive gear, a cylindrical surface for supporting an electric starter gear, a tapered surface and a left M34x1.5 thread for attaching the overrunning clutch housing, tapered 7
8 surface with keyway and internal thread Ml6x1.5 for fastening the rotor of the magneto-generator. Pistons, rings and piston pins. The piston perceives the pressure of the gases and transfers their work through the connecting rod to the HF. The piston is cast from an aluminum alloy, machined on the outside and partially on the inside. The piston bottom has a recess. Three grooves are machined in the piston head for mounting rings. The bottom groove has four radial oil drain holes. The upper and middle rings are compression rings, the lower ring is an oil scraper and has a spacer spring. In the middle part of the skirt there are two diametrically opposite bosses with holes for installing the piston pin. The holes are double punched to improve pin lubrication. The piston pin is a hollow, floating type that connects the piston to the connecting rod. The pin is secured against axial movement by two retaining rings. CAUTION: Retaining rings are disposable. The axis of the piston pin is offset relative to the axis of the piston. When installing, it is necessary to orient the piston so that the arrow on the bottom points to the gearbox. The rings are installed so that the locks of the upper compression and oil scraper rings are oriented upward, and the lock of the lower compression ring is oriented downward. According to the outer diameter, the pistons are divided into two classes: "Red" and "Green". Cylinders and cylinder heads. The engine cylinder with the cylinder head and the piston crown form a chamber in which the fuel - air mixture is burned. The cylinders are cast from an aluminum alloy with subsequent machining. After honing, an organosilicon coating is made on the cylinder working surface. Horizontal cooling fins are made on the outer surface of the cylinder. The cylinder is attached to the crankcase together with the head with four studs and nuts. The connection between the cylinder and the crankcase is sealed with a rubber ring. According to the diameter of the liner, the cylinders are divided into two classes: "Red" and "Green". The cylinder head is cast from an aluminum alloy with subsequent machining. The double walls of the head form a space through which the coolant circulates. In the combustion chamber of the head are the seats of the intake and exhaust valves, and on the opposite side there is a cavity for the parts of the gas distribution mechanism, which is closed by a cover with O-rings. In the upper part of the head there are holes for installation: an inlet pipe with four threaded holes, a cooling system outlet pipe flange with two holes, spark plugs. In the lower part of the head there are holes for installation: the underwater branch pipe of the cooling system, rod bodies, the temperature sensor of the cylinder head (only for cylinder heads N2 and 3); spark plug. On the side of the head there is a hole for installing the exhaust pipe. The flange fixing the branch pipe is installed on two studs. The connection between the head and the cylinder has no additional seal. Generator housing. The generator housing acts as a cover for the MS side crankcase. The generator housing is attached to the engine crankcase with nine bolts. The connection is sealed with a special sealant. The engine crankcase and the generator housing form a cavity in which are located: a camshaft drive, a water pump drive, an electric starter drive with an overrunning clutch, a mechanical tachometer drive. In the center of the body is the fifth crankshaft bearing with an oil seal. The lower part of the generator casing is the casing of the integrated water pump. The cover of the water pump is fixed to the casing by five bolts, of which two middle ones pass through the generator casing and are screwed into the engine crankcase, and the lower bolt is the drain plug of the engine cooling system. The connection between the body and the cover is sealed with a paranite gasket. Top left 8
9 of the housing, elements for installing an electric starter are made. A hole is made in the lower left part of the housing for installing the housing of the mechanical tachometer drive. On the outer part of the cover there are 12 threaded holes for the installation of the generator stator, ignition system sensors and flanging clamps. 9
10 ROTAX-912ULS engine. General drawing. 1 - inlet pipe; 2 - exhaust pipe; 3 - oil filter; 4 - reducer; 5 - BB flange; 6 - fuel pump; 7 - carburetor; 8 - electric starter; 9 - electronic block of the ignition system; 10 - magnet generator body; 11 - reservoir of the cooling system; 12 - water pump 10
11 ROTAX-912ULS engine. General drawing. 3 - oil filter; 5-flange BB; 7 - carburetor; 8 - electric starter; 10 - magnet generator body; 13-oil pressure sensor; 14-oil pump; 15 - oil temperature sensor; 16.-cylinder 11
12 Direction of rotation The direction of rotation of the propeller shaft is counterclockwise as viewed from the PTO side (from the gearbox side). WARNING: Do not turn the propeller against rotation. Direction of rotation of the propeller shaft 12
13 Gearbox Depending on the motor type, certificate and configuration, the gearbox can be supplied with or without an overload clutch. NOTE: An overload clutch is fitted as standard on all certified aircraft engines and non-certified aircraft engines in N3 configuration. NOTE: The illustration shows a gearbox with an overload clutch. The design of the gearbox has a torsional vibration damper. When torsional vibration occurs, angular movement of the driven gear relative to the cam clutch occurs, which causes linear movement of the clutch and compression of the Belleville springs. In the presence of an overload clutch, small torsional vibrations are damped by a friction clutch formed by the cams of the driven gear and an overload clutch, which ensures a smoother engine operation in the "idle" mode. The torsion bar works only when starting, stopping and during sudden changes in modes. The overload clutch provides harmlessness to the engine of such modes. NOTE: The overload clutch also prevents the load from the propeller hitting a foreign object from being transferred to the crankshaft. The reducer can be equipped with a vacuum pump or hydraulic regulator of constant speed of rotation of the propeller. These units are driven from the gearbox shaft. FUEL SYSTEM. The fuel system is used for storing, supplying and cleaning fuel, supplying and cleaning air, preparing a fuel-air mixture and supplying it to the engine combustion chambers. The fuel system (fig. 28) includes: 1. Fuel tank. 2. Filler neck with prompting valve. 3. Coarse filter. 4. Shut-off fire hydrant. 5. Fine filter. 6. Mechanical fuel pump. 7. Drain valve. 8. Built-in fuel pump filter. 9. Return line. 10.Pressure indicator. Basic requirements for the fuel system. The fuel system must be designed in such a way as to ensure the normal operation of the engine under all conditions stated in the aircraft manual, without exceeding the operating limits. The fuel system must meet the requirements of the airworthiness standards for this aircraft. Nominal fuel pressure Maximum fuel pressure Minimum fuel pressure Minimum pump capacity at 5800 rpm Maximum fuel temperature 0.3 MPa 0.4 MPa 0.15 MPa 35 l / h З6 С 13
14 Inner diameter of the low pressure line 8 mm Inner diameter of the high pressure line 6 mm Fuel pump. The PIERBURG fuel pump is a diaphragm type with a mechanical drive. The fuel pump is installed on the gearbox cover, is driven by an eccentric on the explosive shaft and provides fuel supply with an excess pressure of MPa. If the fuel tanks are located below the engine, it is recommended to install an additional electric pump in the line between the fuel tank and the main pump. Fuel filter. Fuel mesh filters with a filtration capacity of 0.3 mm must be installed on the fuel tank intake. In the suction line, in front of the fuel pump, it is necessary to install a fuel mesh filter with a filtration rating of 0.10 mm. Carburetor "BING 64/32". Carburetor "BING 64/32" of constant vacuum, double-float, with a horizontal diffuser of variable cross-section, with a starting enrichment, with a 36 mm throttle valve (Fig. 31 and 32) is designed to prepare a fuel-air mixture at all engine operating modes. A constant vacuum carburetor, two-float, with a horizontal diffuser, with a starting enrichment, with a throttle valve, is used to prepare fuel assemblies in all engine operating modes. The position of the throttle valve, the degree of its opening, changes the magnitude of the vacuum in the zone of the emulsion diffuser and provides the necessary conditions for the formation of a conditioned fuel assembly. The carburetor is secured to the engine through a rubber flange, which prevents resonance from causing float failure. The control of the throttle valves of the carburetors (power) is synchronized, carried out from the cab by moving the throttle control, mechanically connected to the throttle levers on the engine by wiring / control. The selected throttle position is maintained by the lever loading mechanism. Float mechanism. The float mechanism is designed to maintain a given fuel level and includes two vertically moving plastic floats (12), a forked lever (13), a needle valve (10). The use of two independent floats, located on both sides of the carburetor axis, ensures the smooth operation of the engine during aircraft evolutions. Force is transmitted from the forked lever to the needle valve through a spring-loaded valve plug and spring clip (II), which prevents vibrations from affecting the operation of the float mechanism. Mechanism parts must be free of wear. Pay particular attention to the condition of the needle valve (fig. 30). The fuel level in the float chamber is adjusted by bending the forked lever arm (13) so that when the carburetor is upside down, the gap between the forked arm and the caliber body is 0.4 ... 0.5 mm (Fig. 30). To check the adjustment, it is necessary to measure the fuel level in the float chamber, which should be mm below the upper edge of the float chamber (15) with the floats removed. The pressure in the over-fuel space of the float chamber must be equal to the pressure at the inlet to the carburetor. The position of the prompting tube (71) must meet this requirement. The float chamber (15) is attached to the carburetor body through a gasket (17) with a spring clip (18). 14
Fig. 30. Details of the float mechanism and fuel level adjustment. Schematic diagram of the fuel system 15
16 16
Fig. 17 32. Schematic diagram of the carburetor 17
18 Main dosing system. The main dosing system ensures the supply of the required amount of fuel in all load modes and includes a throttle valve (45), a plunger (19) with a return spring (26) and a diaphragm (23), a dosing needle (20) with an adjusting ring (21), main jet (7), metering needle jet (3) and emulsion diffuser (2). The quality of the air-fuel mixture at all load modes, except for the full load mode, is determined by the section of the channel formed by the metering needle nozzle (3) and the metering needle (20). The quality of the air / fuel mixture at full load is determined by the diameter of the main jet. The amount of mixture is determined by the cross-sectional area in the carburetor diffuser, which is controlled by the position of the throttle valve (45). The throttle valve is attached to the shaft (43) with two screws (46). The seal between the shaft and the housing is provided by a ring (44). The bracket (47) limits the axial movement of the shaft. A stop XX (50) and a drive lever (51) are installed on the end part of the shaft. The damper position is controlled by a bowden-type cable. Using a bolt (52), bushing (53), washer (54) and nut (55), a control cable is attached to the actuator arm through the Bowden stop (66). The control system must be adjusted so that when the throttle is set to the BP position, the cable sheath has a freedom of movement of 1 mm. The return spring (56) is mounted on the bracket (47) and the throttle actuator lever (51) and acts to pull the cable (increase the speed). Opening the throttle valve (45) increases the air flow in the diffuser and creates a vacuum in the area of \u200b\u200bthe emulsion diffuser (2), which provides fuel from the float chamber to the carburetor diffuser. But this vacuum does not supply enough fuel, therefore the carburetor is equipped with a constant vacuum regulator. The regulator consists of a plunger (19), a diaphragm (23), which together with the carburetor body (1) and the cover (27) form two cavities. The vacuum in the diffuser is transferred to the upper cavity of the regulator through the hole (U). A vacuum is transmitted to the lower cavity of the regulator through port (V) at the inlet to the carburetor. The force arising from the difference in vacuum raises the plunger, overcoming its weight and compressing the spring (26), which leads to an increase in the diffuser section and the channel section formed by the metering needle nozzle (3) and the metering needle (20). The weight of the plunger (19) and the compression force of the spring (26) are matched and provide a constant vacuum in the area of \u200b\u200bthe emulsion diffuser until the plunger is in the upper position. Thereafter, the carburetor acts as a constant diffuser carburetor. The cover (27) has a hole (D) connecting the upper cavity of the regulator with the internal cavity of the cover. The hole diameter is selected so that the inner cavity of the cover acts as a damper for the plunger vibrations. The washer (6) installed between the main jet (7) and the bushing (4), together with the float chamber, forms an annular channel, which ensures the presence of fuel in the zone of the main jet during aircraft evolution. The connection of the bushing (4) with the carburetor body is sealed with a ring (5) to prevent fuel suction bypassing the main jet. Under the action of a vacuum, fuel from the float chamber enters through the main jet (7), adapter sleeve (4), metering needle jet (3) into the emulsion diffuser (2), and then into the carburetor diffuser. For a high-quality formation of the fuel-air mixture, the fuel is mixed with the air flowing through the channel (Z) to the emulsion diffuser before exiting the carburetor diffuser. Depending on the operating conditions (ambient temperature, altitude of the base aerodrome), it is necessary to adjust the main dosing system. The quality of the air-fuel mixture at all load modes, except for the full load mode, is controlled by repositioning the adjusting ring on the metering needle (position 1 - the leanest mixture; position 4 - the richest mixture. See Fig. 31). The quality of the air-fuel mixture at maximum load is regulated by replacing the main jet. The required diameter of the nozzle is determined by the formula: D \u003d D 0 * K, where: 18
19 D - required nozzle diameter, D 0 - standard nozzle diameter, K - correction factor depending on operating conditions. The correction factor is determined from the table: H, m t, C -30 1.04 1.03 1.01 1.00 0.98 0.97 0.95 0.94 0.03 1.02 1.00 0.99 0.97 0.96 0.95 0.93 0.02 1.01 0.99 0.98 0.96 0.95 0.94 0.92 0.91 0 1.01 1.00 0.98 0 .97 0.95 0.94 0.93 0.91 0.00 0.99 0.97 0.96 0.95 0.93 0.92 0.91 0.99 0.97 0.96 0.94 0.93 0.92 0.90 0.00 0.98 0.97 0.95 0.94 0.93 0.91 0.90 0.90 0.97 0.96 0.94 0.93 0, 92 0.90 0.89 0.98 0.96 0.95 0.94 0.92 0.91 0.90 0.88 0.97 0.96 0.94 0.93 0.92 0.90 0 , 89 0.88 0.86 Where: H, m - the height of the base aerodrome above sea level; t, C - ambient air temperature. Idling system. The idle system is designed to prepare and supply an enriched air-fuel mixture in order to ensure stable engine operation at low engine speed. It consists of an idle jet (8), air channel LLD, two channels LA and BP, adjusting screws for quality (57) and quantity (49) of the mixture. When the throttle valve is set to the idle position, a large vacuum is created in the area of \u200b\u200bthe LA channel (in front of the throttle valve), under the influence of which the fuel is supplied through the idle nozzle to the emulsion channel, where it mixes with the air entering through the LLD channel. The resulting emulsion enters the diffuser through the LA channel. When the throttle is moved from the MG position, the vacuum is redistributed in the throttle valve area, and the emulsion is fed through the LA and BP channels, which provides an increase in fuel supply for a smooth transition, without failures, from idle to engine operation at medium loads, when the main dosing system. Tightening the mixture quality screw reduces fuel consumption, which leads to a leaner air-fuel mixture. When tightening the screw for the amount of the mixture, the throttle valve opens slightly, which leads to an increase in the speed of the HF. The mix quality screw and XX jet are sealed with rings (9). The spring (58) prevents spontaneous loosening or tightening of the mixture quality screw. Carburetor enricher. The carburetor enricher serves to enrich the fuel-air mixture when starting a cold engine and consists of a disc valve (34), an orifice (16), a cover (33) and channels. Depending on the position of the valve, a vacuum is created in the fuel passages of the enrichment unit. In the "off" position, the vacuum provides only filling of the enrichment supply well in the float chamber. When the enrichment unit is turned on, the valve connects the air and fuel channels, which leads to an increase in vacuum, due to which an additional amount of fuel is supplied to the carburetor diffuser from the supply well, which greatly over-enriched the mixture to ensure starting. With further 19
20 operation with the included enrichment unit, the fuel enters the supply well through the nozzle (16), i.e. the level of re-enrichment of the mixture is reduced. The disc valve shaft is sealed with a ring (35). The enrichment cover is attached to the carburetor body with four bolts (37) and sealed with a gasket (36). The position of the concentrator lever is controlled by a bowden-type cable. The control cable is connected to the lever by means of a ball or cylinder with a locking screw, passing through the Bowden stop (68-70). The control system must be adjusted so that when the concentrator is set to the "off" position, the cable sheath has a freedom of movement of 1 mm. The return spring (42) is installed on the lug in the cover (27) and the enrichment drive lever (39) and acts to pull the cable (turn off the enrichment). NOTE: I. The efficiency of the concentrator is reduced if the throttle_ is not in the MG position. 2. To facilitate the "cold" start of the engine, it is recommended to perform a "cold." scrolling with the enrichers turned off to fill the supply wells. ATTENTION: When the engine is operating at load conditions with the included carburetor enrichers, a spontaneous decrease in the KB speed may occur, up to the engine shutdown. Carburetor adjustment. Carburetor adjustment involves the following work: - adjusting the fuel level in the float chamber; - adjustment of the main dosing system; - adjustment of the idling system; - adjustment of the starting system, during which it is necessary to ensure the synchronous operation of the carburetors. ATTENTION: Asynchronous operation of the carburetors leads to an increase in the level of engine vibrations and loads on the parts of the crank mechanism. With the mechanical method of synchronization, the synchronization of movement of the carburetor throttle valves, the position of the screws for the quantity and quality of the mixture and the movement of the starting valves are visually checked. In the pneumatic method of synchronization, instead of the screw (50), a two-pointer or "U" -shaped manometer is connected to the carburetor fittings to control the vacuum in the carburetor diffusers, which must be the same in all engine operating modes. Fuel system operation. During the pre-flight inspection, visually check the tightness of the fuel system and make sure that there is no gasoline leakage; check the tightness of the carburetors and air filters. When operating the engine at low ambient temperatures, carburetor icing is possible: a) due to the presence of water in the fuel (to prevent, use clean, water-free fuel filtered through suede); b) due to high humidity. In this case, use air heating at the inlet to the carburetor. GAS DISTRIBUTION MECHANISM. The gas distribution mechanism is designed for the timely admission of the fuel-air mixture into the cylinders and the release of exhaust gases from them. The gas distribution mechanism of the Rotax-912UL engine has a lower camshaft and an upper valve arrangement. The mechanism includes a camshaft with hydraulic clearance compensators, rods, rocker arms, rocker arm axles, valves, springs and valve guides. 20
21 The force from the shaft cams is transmitted through the hydraulic lifters, rods and rocker arms to the valves, which open by compressing the springs. The valves are closed by compressed springs. ATTENTION: Before starting the engine, it is necessary to perform "cold" cranking until the oil pressure appears to fill the hydraulic lifters. The camshaft is located in the engine crankcase and is driven by the crankshaft through a pair of gears. Its rotation frequency is half the rotation frequency of the crankshaft. The axial movement of the camshaft is limited by the bearing surfaces of the gears mounted on the shaft. From the camshaft on the PTO side, power is taken to drive the oil pump, and from the MS side - to drive the water pump and mechanical tachometer. When assembling the crankcase, it is necessary to align the marks on the drive gears, which ensures the correct setting of the valve timing. ENGINE LUBRICATION SYSTEM. The lubrication system is designed to lubricate the rubbing engine parts, as well as to partially cool them and to remove wear products from them. The engine lubrication system (fig. 37) is a closed-type dry sump system with forced oil circulation. The integrated positive displacement oil pump is driven by the camshaft. From the oil tank (1), the oil, under the action of the vacuum created by the oil pump, enters the suction line (2), passes, cooled, through the radiator (3) and through the suction line (4) enters the suction cavity of the oil pump formed by the rotors (5). When the rotors rotate, a portion of oil is compressed and moved into the pumping cavity of the oil pump. From this cavity, oil through the peripheral holes of the filter (7) enters its internal cavity. Passing through the filter element into the inner cavity of the filter, the oil is purified from impurities. When the filter element is clogged, the valve (10) opens due to the pressure difference and the oil, bypassing the filter element, enters the engine, which prevents oil "starvation". CAUTION: Lubricating the engine with unrefined oil will cause premature wear of its parts. The use of recommended oils, the use of original oil filters and regular, timely maintenance work eliminates this phenomenon. The cleaned oil enters the high pressure chamber of the oil pump, which has a bypass valve (8). When the nominal pressure is exceeded, the ball opens the channel (9) of the oil pump, through which excess oil is bypassed into the suction cavity of the oil pump. The bypass pressure (valve opening moment) is regulated by the number of washers under the spring. NOTE: During a cold start at low temperatures, the bypass valve performance may be insufficient due to the high viscosity of the oil. But when the engine warms up, the oil viscosity drops and the pressure should not exceed the nominal value. From the high pressure cavity, oil flows into the channel (11) located in the left half of the crankcase. From the channel (11), the oil enters the channels of the hydraulic compensators of cylinders 2 and 4 and from them, through the channels of the rods (13) and rocker arms (15), it enters to lubricate the parts of the gas distribution mechanism. Oil flows into the crankcase along the inner cavity of the rod bodies and channels (17), lubricating the camshaft cams. From channel (P), oil also goes to lubricate the camshaft support N3 (18), through channels (19), (20) and (21) - to lubricate the bearings NZ and S2 of the crankshaft and the connecting rod bearing of cylinder 4. By connection (22 ) the oil enters the channel (23) located in the right half of the crankcase. From the channel (23) oil is supplied to the lubrication of the camshaft bearings N1 (28) and N2 (24); support 21
22 HI, H2 and S1 crankshaft; connecting rod bearings of cylinders 1, 2 and 3; parts of the gas distribution mechanism of cylinders 1 and 3. After lubrication of the connecting rod bearings, oil splashes onto the cylinder walls, pistons and piston pins. After lubricating the supports S 1 (31) and S2 (21), oil enters the cavities of the gearbox and drives to lubricate their parts. If the engine is equipped with a propeller pitch controller (version 912UL3), oil flows through the line (33) into the cavity of the flange (34) and then to the gear pump (35) of the governor. The oil pressure rises to 23 MPa and through the channel (36) enters the inner cavity of the explosive shaft and through the channel (39) returns to the cavity of the gearbox. Oil consumption, and as a consequence, the pressure in the cavity of the explosive shaft (38), depends on the position of the control lever. The pressure in the cavity acts on the explosive actuator. All oil, after lubrication of the parts, flows into the lower part of the crankcase (40) and, under the influence of the pressure of the crankcase gases, through the fitting (41) and the return line (42) enters the oil tank (1). The inlet of the oil tank is oriented so that the oil flows tangentially onto the separator (43), which ensures gas separation. The oil flows down through the separator sieve, and gases leave the tank through the vent fitting (44). The gases can be removed to the atmosphere, to an air filter or to an additional tank in communication with the atmosphere. Provision must be made to protect the ventilation opening from icing and clogging. If the ventilation hole is closed, then the excess pressure is released through the valve cover of the oil tank filler neck. During operation, it is necessary to constantly monitor the oil pressure and temperature. For this, a temperature sensor is installed in the channel (11) area, and a pressure sensor in the channel (23) area. Oil system operation. During the pre-flight inspection, visually check the tightness of the lubrication system, make sure that there is no oil. Check oil level. Before checking the oil level, turn the explosive in the direction of rotation a few turns to completely return the oil from the engine to the oil tank, or run in the “MG” mode for 1 minute. The oil level should be between the "min" and "max" marks on the dipstick (the difference between the "min" and "max" marks is 0.45 l). Do not allow the engine to operate at an oil temperature below normal (90-100 ° C), because this leads to the formation of condensation water in the lubrication system. To remove condensate, it is necessary to exceed the oil temperature above 100 ° C at least once a day. 22
23 Oil tank Fig. 37. Engine lubrication system "Rotax-912UL" 23
24 COOLING SYSTEM. The cooling system is designed to maintain optimal thermal conditions of the engine by controlling heat removal from parts that heat up as a result of friction or contact with hot gases. If heat dissipation is insufficient, the engine overheats, which leads to a drop in power and an increase in fuel consumption, in addition, knocking can occur. With strong overheating, "hot" seizure and piston seizure occur. Overcooling of the engine leads to an increase in fuel consumption and a significant reduction in the resource of parts of the cylinder-piston group. Severe subcooling can cause “cold” piston seizure and cracks on the inner walls of the cooling jacket. The "Rotax 912" engine has a combined cooling system. The cylinders are air cooled. The cylinder heads are liquid cooled. Liquid cooling system. Closed-type liquid cooling system with forced circulation of liquid from a centrifugal pump. Coolant from the lower point of the radiator is supplied by a water pump to the cooling jackets of the heads, then enters the expansion tank - the accumulator and returns to the radiator. The pump impeller is mounted on a shaft that is driven from the camshaft using a pair of gears (fig. 6 and fig. 10). The inlet in the pump cover can have four angular positions. The pump has four dispensing nozzles screwed into the body, which are connected with hoses to the lower nozzles of the cooling jackets of the heads. To drain the liquid, in the upper part of the jackets, there are outlet fittings, which are connected with hoses to the inlet pipes of the expansion tank of the accumulator. The reservoir has a bleed nipple that connects to the upper point of the radiator or an expansion reservoir (depending on the system layout). The expansion chamber, being the top point of the cooling system, has a valve cover that regulates the connection to the overflow tank. When the coolant heats up, it expands, which causes an increase in pressure in the system. The outlet valve opens when the pressure in the system is more than 0.9 MPa and through the overflow fitting part of the liquid enters the overflow tank. When the liquid is cooled, it is compressed and a vacuum is created in the system. The inlet valve in the cover opens and the liquid is returned to the system due to the vacuum. The thermal condition of the engine must be controlled by the temperature of the cylinder head. The temperature sensor is installed in the hole of the hotter cylinder head (2 or 3). The temperature of the fluid leaving the engine can be used as the main parameter, but after determining the relationship between the fluid temperature and the head temperature. An aqueous solution of ethylene glycol with anticorrosive, anti-foaming and lubricating additives (for example, Tosol A40 and its analogues) is used as a coolant. In the summer period of operation, to increase the efficiency of the cooling system, it is allowed to add distilled water, but not more than 50%. ATTENTION: 1. The coolant must be compatible with aluminum. 2. Ethylene glycol is poisonous! During the pre-flight inspection, visually check the tightness of the cooling system, make sure that there is no coolant leakage. Check the coolant level in the expansion tank. The liquid level in the overflow tank must be between the "min" and "max" marks. To avoid burns, carry out the check on a cold engine. 24
25 Schematic diagrams of the cooling system 25
26 STARTING SYSTEM The starting system is electric and is used to spin up the crankshaft to the speed of reliable sparking and create conditions for the ignition of fuel assemblies in the engine combustion chambers. The starting system includes the following main units and switching equipment: - electric starter; - accumulator battery; - START button; - electrical wiring. The engine is equipped with an electric starter with a power of 0.6 "kW, which is mounted on the generator case, is attached to it with two pins and a clamp. The starter is connected to the mains using a starting relay. A starter battery with a rated voltage is used as a source of electric current in the starting network. 12V and a minimum capacity of 26 Ah. In the starting power supply network, to connect the engine to ground and the battery with ground, the starter with its relay and the starter relay with the battery, electric wires with a cross section of at least 16 mm are used 2. When the gas station "NETWORK 12V" button "START" drives the electric starter into rotation, the torque from which is transmitted through a pair of intermediate gears to the overrunning clutch installed on the crankshaft. The "START" button is held down until the oil pressure value appears on the indicator, but not more than 10 seconds. cycle is no more than 4 minutes, since the starting the relay is not designed for continuous operation. Continuous operation of the starter should not exceed 10 seconds. Long-term operation of the starter causes it to overheat. Restarting the starter after cooling for 2 minutes. When the engine is running, do not press the starter button. Doing so can stall the engine and destroy the starter. Start the engine with the enricher turned on. If the engine is warmed up to operating temperatures, then the start is performed without turning on the enricher. 26
27 Fig Engine starting system. 1 - storage battery (type DT-1226), 2 - contactor, 3 - 12 V bus, 4 - START button, 5 - DENSO182800 start relay, 6 - starter, 7 - Pribory gas station, 8 - voltmeter, 9 - switch "AKKUM" ,. IGNITION SYSTEM. The ignition system serves to ignite the working mixture in the cylinders at a certain moment. The Rotax-912 engine is equipped with a duplicated non-contact thyristor ignition system with a capacitor discharge. The ignition system includes: a tee-pole generator: - a flywheel of a generator with 10 permanent magnets, - 8 stator coils, ensuring the operation of the power supply system, - 2 stator coils (16), ensuring the operation of the ignition system. 2. The sensors of the "A" circuit of the ignition system are contactless generators of electrical impulses. 3. Sensors of the "B" circuit of the ignition system - contactless electrical generators 27
28 impulses. 4. The sensor of the electronic tachometer is a contactless generator of electrical impulses. 5. Dual channel tachometer connector. 6. Electronic tachometer. 7. Ignition switches. 8. Single-channel connectors. 9. Four-channel connectors of the sensors of the ignition system. 10. Electronic unit of circuit "A" (upper). 11. Electronic unit of circuit "B" (lower). 12. Dual high voltage ignition coils. 13. Engine. 14. Cylinders. 15. Spark plugs with tips: 1B - lower plug of cylinder NI, IT - upper plug of cylinder N 1, 2B - lower plug of cylinder N 2, 2T - upper plug of cylinder N 2, ЗВ - lower plug of cylinder N 3, ЗТ - upper plug cylinder N 3, 4B - lower plug of cylinder N 4, 4T - upper plug of cylinder N 4.28
29 Elements of the ignition system 29
30 In fig. 50 shows a schematic diagram of the ignition system, where the numbers indicate: th pole generator: - flywheel of the generator with 10 permanent magnets, - 8 stator coils, ensuring the operation of the power supply system, - 2 stator coils (21), ensuring the operation of the ignition system. 2. The sensors of the "A" circuit of the ignition system are contactless generators of electrical impulses. 3. The sensors of the "B" circuit of the ignition system are contactless generators of electrical impulses. 4. The sensor of the electronic tachometer is a contactless pulse generator. 5. Electronic tachometer. 6. Four-channel connector for ignition sensors. 7. Ignition switches. 8. Electronic unit of circuit "A" (upper). 9. Electronic unit of circuit "B" (lower). 10. Capacitor discharge control unit. 11. Capacitor charging control unit. 12. Capacitor discharge control unit. 13. Diodes for charging capacitors. 14. Capacitors. 15. Thyristor of capacitor discharge. 16. Double high voltage ignition coil of the lower spark plugs of 3 and 4 cylinders. 17. Double high voltage ignition coil of the upper spark plugs of 1 and 2 cylinders. 18. Double high-voltage ignition coil of the lower spark plugs of 1 and 2 cylinders. 19. Double high voltage ignition coil of the upper spark plugs of 3 and 4 cylinders. 20. Spark plugs (NGK DCPR7E). 21. Generator connectors. VZ (Ignition switches). OT in the "OFF" position closes the brown wire of the electronic unit to ground, turning off the corresponding circuit from work. Switching off one of the circuits at a speed of KB 3850 rpm should not lead to a drop in the speed of KB by more than 300 rpm, and the difference in drops along the circuits should not exceed 115 rpm. The voltage in the VZ circuit is up to 250 V, the current strength is up to 0.5 A. The VZ and their circuit must be screened and grounded. ATTENTION: 1. During the flight, both circuits must be on. 2. Combining switches on one toggle switch is PROHIBITED. thirty
31 Schematic diagram of the ignition system 31
32 Spark plugs. The ignition system uses NGK DCPR7E plugs (with built-in resistor). Thread size - Ml2x1.25, length of the threaded part -17 mm, tightening torque - 20 Nm. The gap between the electrodes of the candle is 0.7 ... 0.8 mm. NOTE: Clearance is measured with a wire feeler. Cleaning the spark plugs and checking the gap between the electrodes is carried out when performing routine maintenance. Replacement of candles is carried out when performing 200 hours of routine maintenance. ATTENTION: IT IS FORBIDDEN: 1. The use of candles that do not comply with the technical data. 2. The use of candles of different types. 3. Partial replacement of candles. 4. Installing spark plugs on a "hot" engine. 5. Rearrange the candles. 6. Cleaning candles with abrasive materials. The color of the spark plug electrodes characterizes the condition of the fuel system elements. Brown tint - good condition of the fuel system elements. Black is an enriched blend. White is a lean mixture. The most likely causes of a rich mixture are: 1. Clogged air filter. 2. Incorrect adjustment or increased wear of elements of the main dosing system of the carburetor. 3. High fuel level in the float chamber. The most likely causes of a lean mixture are: 1. Clogged fuel lines. 2. Incorrect adjustment or clogging of the components of the main dosing system of the carburetor. 3. Low fuel level in the float chamber. 4. Air leaks through the carburetor mounting flange. Candle tips. To connect high-voltage wires to spark plugs, lugs with interference suppression resistances are used. Before connecting the handpiece to the high voltage wire, apply lithium-based grease to the threaded rod in the handpiece shank. A clamp installed on the tip provides additional fixation and sealing of the connection. When preparing the engine for flight, it is necessary to check the reliability of fixing the tips on the spark plugs. When performing routine maintenance, it is necessary to check and clean the tip contact assembly. The force of removing the tip from the candle should be at least 30 N. ATTENTION: IT IS FORBIDDEN: 1. The use of candle tips of different types. 2. Operating the engine with damaged spark plug tips, 3. Removing the tip from the spark plug with the engine running. 32
33 Reducing radio interference. To reduce the level of radio interference, it is possible to modify the ignition system: 1. Installation of shielded spark plug tips. 2. Shielding of high-voltage wires. 3. Shielding of wires for switching off the ignition circuits and OT. Installation of ignition (fig. 51). The design of the ignition system elements does not allow adjustment of the ignition timing. When performing routine maintenance, it is necessary to check the gap and displacement between the protrusions of the ignition sensors and the magneto flywheel (Fig. 51). Gap for old type sensor Gap for new type sensor Offset 0.4 0.5mm 0.3 0.4mm 0.0 0.2mm * t Gap and offset adjustment 33
34 EXHAUST SYSTEM The exhaust system is designed to remove exhaust gases and reduce the level of "noise from a running engine. For the RO-TAX-912ULS2 engine, one muffler is used that combines four pipes. The exhaust system includes: - inlet pipes with flanges; - exhaust pipelines; - hinges; - muffler; - exhaust pipe; - fastening and locking details. The inlet pipe is attached to the cylinder head by means of a flange. The flange is mounted on two studs and tightened with two self-locking nuts. The muffler is attached to the exhaust pipes using springs and secured with wire. The pivot joints are lubricated with a graphite-filled, heat-resistant grease as the exhaust system operates under stressful temperature conditions. Fastening its elements with the help of hinges, which ensure the mobility of the joints, reduces the likelihood of creating stress concentrators and subsequent defects and destruction. On the other hand, provided that the tightness and admissible mobility of the exhaust system elements are ensured, the springs should be locked in such a way as to exclude their abrasion on the muffler and loss of springs in the event of their destruction. During the pre-flight inspection of the engine, make sure that the exhaust system and its attachments are not damaged, and that there are no traces of gas breakthrough. 34
35 Elements of the exhaust system. 35
36 ENGINE CONTROL The engine is controlled with the help of: 1) The throttle and enrichment control levers, 2) The carburetor heating lever. Bowden cables are used to transmit control movements. Bowden cables are heat-resistant as they pass through the firewall. Throttle Valve The throttle valve is controlled by the throttle levers (throttle) located on the left and center panels. Bowden cables are clamped to a lever under the dashboard. The lever is connected to throttle control via a swivel rod. Bowden cables at the other end are attached to the two carburetors with clamps. The Bowden cable sheath is attached at both ends to the carburetor-side adjustable brackets. The travel stop is located on the carburetor. If the operating throttle mechanism malfunctions, a spring will set the throttle valve to the fully open position. In addition, a spring is installed on each carburetor throttle arm. Carburetor enricher. The enrichment disc valve, which is located on the carburetor starting circuit, is controlled by the control handle located under the left side of the dashboard. The movement of the handle is transmitted to the carburetor via a Bowden cable. The Bowden cable sheath is attached to the control sector by a clamp. Next to the carburetor, the Bowden cable is secured with an adjustable screw. The travel stop is located on the carburetor. Carburetor Preheat By actuating the carburetor preheat knob, the guard in the air distribution box rotates and directs preheated air to the carburetors to prevent icing. The handle for heating the carburetors is located at the bottom of the dashboard. The movement from the handle to the shield is transmitted using a Bowden cable. Frictional control of the gas sector. The throttle positions can be locked by raising the throttle lock lever to the up position located at the bottom center of the panel. Fixation is carried out by clamping the throttle between the fixing pads. During the preflight inspection of the aircraft, check the smoothness and ease of movement of the throttle control from the MG stop to the BP stop and back. 36
Bore: Stroke: Displacement: ROTAX 912 ULS engine 84 mm 61.0 mm 1352 cm3 Compression ratio: 10.5: 1 Power: takeoff (with inlet receiver) cruising (with inlet receiver) Torque
STRUCTURE AND OPERATION OF AVIATION AND RADIO-ELECTRONIC EQUIPMENT OF P2002 "SIERRA" AIRCRAFT Teacher of the Ural Training Center of GA Teterin V.I. Ekaterinburg 2010 2 3. ELECTRICAL EQUIPMENT IGNITION SYSTEM
PARTS CATALOG FOR Y80 DIESEL ENGINE YANDONG CO., LTD. PEOPLE'S REPUBLIC OF CHINA CONTENTS. Motor housing complete (480) 2. Motor housing complete (380) 3. Motor housing complete (280)
2.1.01 Engine 2.1.01 Engine Component name of the component Quantity 0 AZ6100008198 D10 engine assembly 1 第 1 页 2.1.02 Cylinder block assembly 2.1.02 Cylinder block assembly Component name
Petrol generator PRORAB 0000 EBV 0 E00000 E00000 E00000 E00000 E00000 E00000 E00000 E00000 E00000 E00000 E0000 E0000 E0000 Cylinder block Breather cover Speed \u200b\u200bgovernor lever Breather gasket Oil seal
Upper fairing Upper fairing Article Description Qty 1 ALT15-06000000 Upper fairing assembly 1 2 ALT15-06000001 Upper fairing 1 3 ALT15-06000002 Seal 1 4 ALT15-06000005 Hook 1
Illustrated spare parts catalog Model: DC93E 2 000 000 Handle handle 00720030 Engine stop lever 2 9 20 2050290003 GB / T 5789-986 U-bolt for operating handles
Illustrated spare parts catalog Model: DC63E 2 3 0030005 Throttle lever 0005003 Lever for adjusting the angle of rotation of handles 000000 Handle for operating handles 3 2 5 00620002 0066000 Bracket Mounting bracket
Top fairing Top fairing Article Description Qty 1 ALF2.5-06000000 Top fairing assembly 1 2 ALF2.5-06000002 Top fairing cover 1 3 ALF2.5-06000003 Holder 1 4 ALF2.5-06000001
MC 7200E GENERATOR EAN8-20015879 REVIEW: APRIL 2016 Designed in Austria. Produced in P.R.C. www.maxcutpro.com FIGURE A-661E-4, B-662E-A3, C-555 TABLE TO FIGURE A-661E-4 A1 005011297 Crossbeam
3 4 5 6 7 8 9 0 3 Article Name Article Number Name 0030005 Throttle lever 0005003 Lever for adjusting the angle of rotation of the handles 000000 Handle for operating handles 000003 Lever for reverse engagement 0009030 Working
0020000063 UD78E engine 22 53000000 Washer 0 4 2 0390900000 Pump housing motor side 23 5302000002 Spring washer 0 4 3 03909000300 Impeller seal 24 520000000 Nut М0 4 4 03909000200 Washer
CONTROL AND MEASURING MATERIALS for the discipline "Power units" Questions for test 1. What is the engine intended for, and what types of engines are installed on domestic cars? 2. Classification
MC 750 MOTOR CULTIVATOR PETROL EAN8-20083830 REVISION: FEBRUARY 2019 www.maxcutpro.com A. REDUCER DISASSEMBLY A01 004519168 Gear housing (red) 1 A02 004519169 Bearing 6002 2 A03 004519170 Main
Parts Catalog Robin Generator Model RGV7500 FUJI HEAVY INDUSTRIES LTD. EMD-GP493 Release Fig. Generator assembly Fig. Generator assembly Pos Part number Part name Qty Remark 354-546-08
9 0 9 0 9 0 G0000 G0000 G0000 G0000 G0000 G00EB00 G00EB00 G00EB00 G00EB009 G00009 G00EB0 G00EB0 G00EB0 G00EB0 G00EB0 G00EB0 G00EB0 G00EB0 G00EB09 G00EB00 G00EB0 G00 G00EB00 G00EB0 G00
PREMIUM GARDEN TOOLS GP 8210AE GENERATOR PETROL EAN8-20076283 RELEASE: 04.2019 PRODUCT DETAILS www.onlypatriot.com FIGURE A A1 005011085 Bolt M6x35 4 A2 005014969 Curved plate 2 A3 005014970
PREMIUM GARDEN TOOLS MP 3065 SF MOTOR PUMP EAN8-20083588 RELEASE: 03.2019 PRODUCT DETAILS www.onlypatriot.com FIGURE A. MOUNTED A1 003010949 Engine complete 1 A2 003010950 Motor and pump damper
Illustrated spare parts catalog Model: DC63E 2 3 0030005 Throttle lever 0005003 Lever for adjusting the angle of rotation of the handles 000000 Handle for operating handles 3 4 2 5 00620002 0066000 Bracket Bracket
1 P021048570 Cylinder kit 1 12 13211501461 Oil hose seal 1 2 P021039160 Crankshaft kit 1 13 V471000740 Oil suction hose 1 1 3 9403536201 Crankshaft bearing 6201 2 14 V490001230
PATRON FABIO 50 motorcycle PATRON SAFARI 50 motorcycle Spare parts catalog PATRON MOTORCYCLES Charged with freedom www.patron-moto.ru www.patron-moto.ru PATRON MOTORCYCLES Charged with freedom PATRON FABIO motorcycle
Pump 1 petrol HT1E45F BMP1300 / 12.1 2 Pump body U00886 3 Pump cover gasket U00864 4 Washer 8 BMP1300 / 12.4 5 Bolt M8 55 BMP1300 / 12.5 6 7 8 Spring oil seal U01696 9 Impeller BMP1300 / 12.9 10
PREMIUM GARDEN TOOLS OKA CULTIVATOR EAN8-20081843 RELEASE: 01.2018 NO PHOTO PRODUCT DETAILS www.onlypatriot.com FIGURE A A. Assembled units A01 004518111 Gearbox complete 1 A02 004518112 Base frame
Illustrated spare parts catalog Model: CS360TES 1 V805000210 Bolt M5x20 4 15 V804000000 Bolt 4x12 1 2 P021045430 Cylinder 1 16 V225000262 Bus pin 2 3 V470001910 Impulse hose 1 17 A190001151
The crankcase of the engine (Fig. 5) is of a tunnel type, cast from magnesium alloy ML-5, and is the main body part of the engine. Solid side walls together with front, rear and inner transverse dividers
PREMIUM GARDEN TOOLS GP 15010 ALE GENERATOR, PETROL EAN8-20094614 RELEASE: 03.2019 PRODUCT DETAILS www.onlypatriot.com FIGURE A. ASSEMBLIES A1 005013950 Engine with shock absorbers and nuts (set)
1.1 Gasoline engines 1.6, 1.8 and 2.0 l Gasoline engines 1.6, 1.8 and 2.0 l Technical data for gasoline engines Technical data for gasoline engines 1.8 and 2.0 l General data Data Value
Page 1 3.2.12. Cylinder head GENERAL DATA Sequence of tightening the cylinder head bolts Tightening the cylinder head bolts to the required torque Tightening
1 304032180000 Stator protection 1 7 204402716001 Rotor kit 1 2 204332704001 Stator 1 8 304036030700 Bolt М10х307 1 3 304023022501 Alternator cover, AVR side 1 9 304067030501 Rotor bearing 6206
PREMIUM GARDEN TOOLS Montana Diesel DIESEL MOTOR BLOCK REF: 440 55 520 EAN8-20007683 RELEASE: 09.205 Product Detail www.onlypatriot.com REF: 440 55 520 CYLINDER BLOCK DIAGRAM A 2 REFERENCE: 440 55
CARBURETTORS Task / Part Qty. Remark Removing Carburetors Seat, Fuel Tank Remove parts in order. See SEAT, SIDE COVER AND FUEL TANK section in Chapter 3. 1 Negative
Contents Fig. Assembly diagram Generator frame Dashboard Alternator Welding gasoline generator PRORAB 0 EBW Page A Fig. 0 A 0 0 0 E0EBW000 E0EBW000 E0000 E000 E0EBW000 E0EBW000 E0EBW000 E0000 E0EBW000
Top fairing and fuel system Top fairing and fuel system Article Description Qty 1 ALT2.5-01000009 Left top cover 1 2 GB93-88 Nut M5 2 3 GB / T818-2000 Screw M5x8 2 4 GB / T818-2000
PATRON COUNTRY ATV 0 PATRON COUNTRY ATV 0 PATRON COUNTRY ATV page 0 Fig. CYLINDER HEAD COVER ASSEMBLY CYLINDER HEAD COVER CENTER CYLINDER HEAD COVER
PREMIUM GARDEN TOOLS MAXPOWER SRGE 3500 GENERATOR PETROL EAN8-20049713 RELEASE: 08.2016 PRODUCT DETAILS www.onlypatriot.com FIGURE A A1 005012127 Complete engine 1 A2 005012390 Fuel tank c
PREMIUM GARDEN TOOLS Nevada-9 GASOLINE MOTORBLOCK EAN8-20068059 RELEASE: 04.2017 Product detail www.onlypatriot.com Attachments SCHEME A A1 004517420 Steering wheel assembly 1 A2 004517421 Clamping
Petrol engines 1JZ-GE, 2JZ-GE, 1JZ-GTE Checking and adjusting thermal clearances in the valves Note: check and adjust the thermal clearances in the valves on a cold engine. 1. Disconnect
Illustrated spare parts catalog Model: BC93 000000 Handle for operating levers 2 20 GB / T 5789-986 Bolt M8x60 2 3 4 5 00450002 0005003 0030005 Throttle lever Engine shut-off lever, set with wires
UNIT TRANSMISSION UNIT DRIVES, DESCRIPTION AND OPERATION GENERAL This section describes the motor unit drives located in the rear cover. Gears and drives of engine units
1 285070100001 Battery charging regulator 1 10 432100000100 Washer 1 2 304090205004 Power welding transformer 1 11 431100001100 Washer 1 3 204372004001 Stator 1 12 304067020402 Rotor bearing 6204RS with
Page 1 Fig. 1 STEERING ASSEMBLY Pos. Name qty 1 Handlebar 1 2 Bolt 10 1.25 45 1 3 Nut 10 1.25mm 1 4 Handlebar handle left 1 5 Handlebar handle right 1 6 Throttle cable 1 7 Screw 5 10gb818 1 8 Rear cable
Top fairing and fuel system Top fairing and fuel system Article Description Qty 1 ALT2.6-01000001 Top fairing 1 2 GB / T818-2000 Bolt M4x10 2 3 GB / T6170-86 Nut M4 2 4 ALT2.6-01000002
Parts Catalog Robin Generator Model RGV300T FUJI HEAVY INDUSTRIES LTD. EMD-GP560 Release Fig. Generator assembly Fig. Generator assembly 3F-52023-0 Stator, complete. Designed for 50Hz-240V / 45V
PRORAB 00 PIEW 0 0 0 0 0 G00piew00 G00piew00 G00piew00 G00piew00 G00piew00 G00piew00 G00piew00 G00piew00 G00piew00 G00piew00 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0 G00piew0
PREMIUM GARDEN TOOLS PS 911 GASOLINE SNOW BLOWERS EAN8-20003043 RELEASE: 10.2017 NO PHOTO PRODUCT DETAILS www.onlypatriot.com FIGURE A A01 003514388 Auger body, complete 1 A02 003514389 Bolt М8х20
Questions for the Olympiad on the construction and maintenance of cars Question 1 What types of piston rings are there? 1.compression; 2. oil intake; 3. decompression; 4. oil scraper. Question 2 What applies
GLADIATOR outboard motor spare parts catalog Model: G9.8F Engine displacement (see cubic) 169 Printed: September 16, 2015 Cap Cap pos. Article Name Qty 1 9.8F-07.00 Cap assembly 1 G9.8F
PREMIUM GARDEN TOOLS MAXPOWER SRGE 6500 GENERATOR PETROL EAN8-20049751 RELEASE: 08.2016 PRODUCT DETAILS www.onlypatriot.com FIGURE A A1 005012413 Complete engine 1 A2 005012414 Fuel tank c
1 120080276-0001 Cylinder head 1 7 380140336-0001 Bolt M8x60 4 2 380180093-0001 Stud M6x113.5 2 8 120250013-0001 Valve cover gasket 1 3 380600117-0001 Pin 10x14 2 9 120220008-0001 Cover
GLADIATOR outboard motor spare parts catalog Model: G15F Engine displacement (see cubic) 246 Printed: August 19, 2015 Cap Cap pos. Article Name Quantity 1 15F-07.00.00 Cap, complete 1 2 15F-07.06
PREMIUM GARDEN TOOLS Arizona Cultivator EAN8-20050344 RELEASE: 03.2017 Product detail www.onlypatriot.com Attachments SCHEME A A1 004516577 Rubber handle for control handle 2 A2 004516578 Lever
PREMIUM GARDEN TOOLS MAX POWER SRGE 700E GENERATOR PETROL REF: 7 0 388 EAN8-00600 RELEASE: 08.07 PRODUCT DETAILS www.onlypatriot.com GENERATOR GASOLINE MAX POWER SRGE 700 E FIGURE A REFERENCE:
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1 A160002391 Cylinder cover (deflector) 1 14 90016205028 Bolt 5x28 3 2 A130000540 Cylinder 1 15 10021503930 Crankcase pin 2 3 90016205022 Bolt M5x22 2 16 A011000101 Crankshaft 1 4 V100000661 Cylinder gasket
Catalog of parts and assembly units Engines 8F, 8F- "Chongqing Lifan Industry (Group) Co., Ltd" JSC "Plant im. V.A. Degtyarev "INTRODUCTION 8F, 8F- are engines of a new design that combine all the features
PATRON SCANER 150 RD ATV Page 1 Fig. 1 ENGINE ASSEMBLY Pos. Name 1 Carburetor transport inlet plug 2 Engine on Sat. Figure: 2 SYSTEM FAN COVER
1 20340060130 Cover for operating handle 1 9 70230090000 Bracket for starter handle 1 2 70550100130 Stroke lever 1 10 20040070780 Nut for fastening the upper handle 2 3 70500550130 Upper operating
New from 30000 9002380504 Screw 5x4 5 00422330 Crankshaft key 2 599054330 Deflector guard 6 0020442230 Crankcase set 3 9002380500 Screw 5x0 7 002227930 Oil seal starter side 2x25x7 4 05442230 Deflector
Part number 00000J Designation Qty Type Engine with clutch and gearbox 00005J Engine without clutch and gearbox 00000J Engine with clutch ENGINE ASSEMBLY Number Designation
ROTAX 912(80 l. From.) - gasoline, four-stroke, four-cylinder aircraft engine with carburetor mixture formation.
The arrangement of the cylinders is opposite (boxer), the lower arrangement of the camshaft of the gas distribution system. The ROTAX 912 engine is equipped with hydraulic valve clearance compensators.
Engine ROTAX 912has an air system for cooling the cylinders and a liquid system for cooling the cylinder heads. Electronic duplicated ignition.
Fuel - 95th automobile gasoline.
Lubrication system - with "dry sump". The fuel pump is a mechanical diaphragm pump, the water pump is integrated. The engine is equipped with an electric starter. The gear ratio of the gearbox is i \u003d 2.2727 or i \u003d 2.4286.
An integrated 12-pole generator provides operation of the engine ignition system and the aircraft electrical system.
The engine has eight threaded holes in the crankcase for attachment to the engine mount.
The engine resource before the first major overhaul, as well as the overhaul life - 2000 hours or 15 years of operation.
CONSTRUCTION AND OPERATION OF THE ENGINE
Download ROTAX 912 ULS AND ITS SYSTEMS.
Specifications Rotax 912
| Engine type (model) | Rotax 912 |
| Manufacturer: |
BOMARDIER-ROTAX (Austria) |
| Number of cylinders | 4 |
| Weight kg. | UL 2 and UL 4 -55.4 kg. UL 3 - 59.8 kg |
| Working volume cm cube | 1211 |
| Power, kWt. takeoff | 59.6 |
| Power, kWt. cruising | 58 |
| The power of L.S. takeoff | 80 |
| The power of L.S. cruising | 77.8 |
| Revolutions in min. | 5800/5500 |
| Torque Nm | |
| Revolutions in min. | |
| Electronic ignition system | |
| Carburetor | |
| Air filter | 4 |
| Fuel pump | |
| Manual starter | |
| Electric starter | |
| Exhaust pipe | - |
| Muffler | - |
| Cooling | Liquid |
| Line-up | Boxer |
