The engine is specially designed for a transverse arrangement on a front-wheel drive vehicle. The layout and main dimensions of the engine are chosen so that it, together with the gearbox, can be placed transversely in the engine compartment between the mudguards of the body.
The power unit - an engine with a gearbox and a clutch - is fixed in the engine compartment of the car on three rubber-metal supports.
4.1. Longitudinal section of the VAZ-2111 engine
4.2. Cross section of the VAZ-2111 engine
The cylinder block is cast from special high-strength cast iron, which gives the engine structure rigidity and strength. The cylinders are made in one piece with the block. At the bottom of the cylinder block are five main bearing supports with removable covers. The main bearing caps are bolted to the cylinder block. Holes for bearings are machined complete with caps, so the caps are not interchangeable and are marked with risks on the outer surface to distinguish them. In the middle support, there are two seats for thrust half rings that hold the crankshaft from axial movements. A steel-aluminum semi-ring is installed in front of the main bearing cap, and a cermet semi-ring is installed in the back so that the grooves on the semi-rings face the crankshaft. The liners of the main and connecting rod bearings are thin-walled steel-aluminum. The upper main bearings of the first, second, fourth and fifth supports are with grooves on the inner surface, the lower main bearings and the upper bearing of the third support are without a groove. The inner surface of the connecting rod bearings is smooth, without grooves.
The crankshaft is made of ductile iron and has five main and four connecting rod journals. To reduce vibrations, eight counterweights are located on the crankshaft. To supply oil from the main journals of the crankshaft to the connecting rods, oil channels are drilled in the crankshaft, closed with plugs. In addition to supplying oil to the connecting rod journals of the crankshaft, these channels also serve to clean the oil. Under the action of centrifugal force, solid particles and resins that are not caught by the oil filter element are thrown to the plugs.
4.4. Camshaft Drive Diagram: 1 – a gear pulley of a cranked shaft; 2 – a gear pulley of the pump of a cooling liquid; 3 - tension roller; 4 - rear protective cover; 5 – a gear pulley of a camshaft; 6 - toothed belt; 7 - the axis of the tension roller; And – an adjusting ledge on a back protective cover; B - mark on the camshaft pulley; C - mark on the cover of the oil pump; D - mark on the crankshaft pulley
The oil pump drive gear is mounted at the front end of the crankshaft, and the toothed pulley 1 is mounted on the segment key (see fig. 4.4) to drive the camshaft and water pump. In addition, a generator drive pulley or damper is installed at the front end of the shaft. A flywheel is attached to the rear end of the crankshaft with six bolts through a common washer. It is cast iron and has a pressed steel ring gear designed to start the engine with a starter. Connecting rods - steel, I-section, processed together with covers. The cylinder number is stamped on the connecting rod cap and the connecting rod itself. A steel-bronze bushing is pressed into the upper head of the connecting rod. Piston pin - steel, tubular section, floating type. It is fixed from longitudinal movement by two retaining spring rings located in the grooves of the piston boss. The piston is made of aluminum alloy. The bottom of the piston has a recess for the combustion chamber and two recesses for the valves. The piston skirt is conical in longitudinal section and oval in transverse section. Three grooves for piston rings are machined in the upper part of the piston. Drillings are made in the groove of the oil scraper ring, which serve to drain the oil collected by the ring from the cylinder walls into the piston. Piston rings are located in the piston grooves. The top two rings are compression. They prevent the breakthrough of gases into the crankcase and contribute to the removal of heat from the piston to the cylinder. The bottom ring is oil scraper.
4.3. Valve drive mechanism: 1 – a head of cylinders; 2 - valve; 3 - pusher; 4 – the case of bearings of a camshaft; 5 - camshaft; 6 - adjusting washer; 7 – oil deflector cap; A - the gap between the cam and the shim
Cylinder head 1 (pic. 4.3), common to all engine cylinders, is made of aluminum alloy. The head is centered on the cylinder block with two bushings and bolted. Channels are cast in the lower part of the head, through which the liquid circulates, which cools the combustion chambers. A camshaft 5 is installed in the upper part of the head, which rotates in supports made in the upper part of the head of the block and two bearing housings 4, fixed with nuts on studs screwed into the head of the block. The camshaft is cast iron. To reduce wear, the working surfaces of the cams and the surface under the stuffing box are heat-treated - bleached. The camshaft cams through the pushers 3 actuate the valves 2. Steel shims 6 are installed in the upper part of the pushers, the gaps in the valve drive are adjusted by selecting these washers.
The camshaft is driven from the crankshaft toothed pulley 1 by a rubber toothed belt 6 through the toothed pulley 5 (pic. 4.4). The belt tension is adjusted by the tension roller 3. A metal-reinforced gasket made of non-shrinking material is installed between the cylinder head and the cylinder block.
The cylinder head has eight valves - two valves per cylinder (one inlet and one outlet). The valves are closed by the action of two springs. The lower ends of the springs rest on the support washer, and the upper plate of the springs is held by two crackers in the valve groove. The outer surface of the valve crackers has the shape of a truncated cone, and on the inner surface there are three thrust ledges included in the corresponding grooves of the valve stem.
Guide bushings and valve seats are pressed into the cylinder head. Lubrication channels are cut on the inner surface of the bushings. Oil deflector caps 7 are installed on the guide bushings to prevent oil from entering the cylinders. The guide bushings are fixed with retaining rings.
Lubrication system: 1 - a channel in the cylinder block for supplying oil to the oil line of the cylinder head; 2 - channel in the cylinder head; 3 - branch pipe for crankcase gases to the air filter housing; 4 - oil filler cap; 5 - branch pipe of the exhaust hose; 6 - branch pipe for removal of crankcase gases into the throttle space of the carburetor; 7 - oil line in the cylinder head; 8 - camshaft; 9 - oil supply channel to the camshaft bearing; 10 – the gauge of a control lamp of pressure of oil; 11 - pressure reducing valve; 12 - channel for supplying oil from the filter to the main oil line; 13 - oil pump drive gear; 14 - driven gear of the oil pump; 15 - oil supply channel from the pump to the filter; 16 - anti-drainage valve; 17 - filtering cardboard element; 18 - oil sump; 19 - oil receiver; 20 - drain plug; 21 - bypass valve; 22 - oil filter; 23 - oil supply channel from the main bearing of the crankshaft to the connecting rod; 24 - oil supply channel to the main bearing of the crankshaft; 25 - main oil line
Combined lubrication system: spray and pressure. The system consists of an oil sump 18 (pic. 4.5), gear oil pump with oil receiver, full flow oil filter, oil pressure switch 10 and oil valves. Under pressure, the main and connecting rod bearings, as well as the camshaft bearings 8, are lubricated. By spraying, oil is supplied to the cylinder walls and further to the piston pins and rings, as well as to the camshaft cams, valve lifters and to the intake and exhaust valve stems. Gear-type oil pump, with 14 driven and 13 internal gears. The pressure created by the pump is regulated by a pressure reducing valve 11. The oil receiver 19 is bolted to the cover of the second main bearing and the pump housing. Oil filter 22 - full-flow, non-separable, with bypass 21 and anti-drainage valves, with a cardboard filter element 17.