Cylinder liners - "wet" type, made of special wear-resistant cast iron

To ensure running-in and corrosion protection, a special wear-resistant phosphate coating is applied to the sleeves.

The liners are installed with their seat belts in the bores of the cylinder block and are pressed against it by the head through the shoulder and the gasket

The height of the cylinder liner shoulder is 9.6 mm. A layer of Lactite-5900 sealant is applied to the lower end of the block bore under the cylinder liner.

Design features of the YaMZ-6583 engine

The protrusion of the liner shoulder above the surface of the cylinder block must be within: 1.6+0.035-0.057 mm.

On the outer surface of the sleeve in the lower part, grooves are made for anti-cavitation and sealing rings to prevent cavitation and coolant from entering the oil sump.

The sleeves are not divided into size groups by the size of the inner diameter. On the upper end of the sleeve, the designation of the manufacturer and the mark of technical control are applied.

Pistons are cast from a special aluminum alloy. On the side surface there are three grooves for piston rings - (two for compression rings and one for oil scraper ring).

The groove for the top compression ring is protected against wear by a special cast iron insert.

To ensure the performance of the working process, the combustion chamber has an undercut side surface and a displacer on the bottom. On the bottom there are recesses for gas distribution valves.

Height from the bottom to the axis of the hole for the piston pin - 85 mm. The diameter of the hole for the finger is 52 mm. The piston is cooled with oil from a fixed nozzle.

Pistons 658.1004015 with a central combustion chamber are installed on YaMZ-6583.10 engines with individual heads.

Pistons are not divided into size groups by the size of the outer diameter.

On the inner surface of the piston, the trademark of the manufacturer, the product designation and the material grade are applied; on the bottom - a sign of technical control.

Piston rings are made of special cast iron, cut, have a wear-resistant coating of the working surface. The rings are installed in the piston grooves.

The “Top” marking should face the piston bottom, and the locks of adjacent rings should be rotated 180˚ relative to each other.

A set of rings 658.1004002 is installed on the piston, consisting of:

  • - The upper compression ring has a double-sided trapezium in cross section with a barrel-shaped working surface displaced downwards with a chrome-ceramic coating. Ring designation: 658.1004030.
  • - The second compression ring of rectangular section with a recess on the lower end from the inside. The work surface is chrome-plated. Ring designation: 7511.1004032-01.
  • - Oil scraper ring 4 mm high, box-type, with a twisted ground expander and chrome-plated working bands. Ring designation: 658.1004034.

On the upper end of the ring, the designation of the manufacturer and the word "Top" for compression rings are applied.

Piston pin - hollow, floating type, nitrided for wear resistance.

The pin is installed in the holes in the piston bosses, its axial movement is limited by spring thrust rings.

Design features of the YaMZ-6583 engine

Crankcase ventilation system - closed type with suction into the air intake system before the TKR, with an oil separator and a pressure control valve.

This system is environmentally friendly, as it eliminates harmful emissions of crankcase gases and oil mist into the atmosphere. In this case, the engine has only one exhaust system.

The crankcase ventilation system (Fig. 2) includes an oil separator 2, which is mounted on the engine on a special bracket and connected to the breather with an inlet sleeve 3, as well as oil drain pipes 1.

Design features of the YaMZ-6583 engine

Blow-by gases from under the cylinder head cover through a breather and a supply hose enter the oil separator pipe and then into the lower part of the glass, in which a package consisting of four disks 3 is located (Fig. 3).

Then the gases rise up to the membrane valve 7, which controls the pressure in the crankcase, are separated from the oil and sucked out through the outlet pipe 1 into the engine intake circuit.

Particles of oil deposited on the discs flow into the lower part of the oil separator housing separator and merge through the tube into the engine sump through a hydraulic seal, which is a cavity formed by ribs in the cylinder block and flywheel housing, filled with oil.

Before starting a new or overhauled engine, fill the cavity with 20 cm3 of the engine oil used in the engine .

Emergency stop damper is designed for emergency shutdown of the engine in order to protect it from runaway, running without oil, and other emergencies that can lead to premature exhaustion of the engine resource and its failure.

Emergency stop damper is controlled by:

  • - automatic, from the electronic control unit;
  • - remote, button on the instrument panel in the driver's cab;
  • - manual, button on the body 10 of the damper drive.

Design features of the YaMZ-6583 engine

The damper (Figures 4, 5, 6) consists of two units: an inlet pipe with a damper assembly 2 and a body 10 with an emergency stop damper drive.

Design features of the YaMZ-6583 engine

The damper is a round plate 11, fixed on the axis 3, installed in the holes located in the inlet pipe.

Design features of the YaMZ-6583 engine

The closed position of the damper is ensured by the preload of spring 5 and the action of the air flow, since the damper is fixed on the axis with a transverse offset.

The damper is opened to its original (open) position, including after it has been triggered, by turning the lever 4 by 135˚ clockwise with a force of 80 - 100 N (8 - 10 kgf) at the end of the lever until it "clicks".< /p>

At the same time, with the tooth of the damper axis and the protrusion of the latch, the damper is stopped, and the cocking lever 4 must return to its original position under the action of spring 5.

The mechanism for driving the damper cocking lever from the driver's cab to the chassis (its kinematics) should not interfere with this.

The cocking lever is not permanently connected to the damper axis.

When applying to the winding of the electromagnetic drive 1 for a short time for 1-2 s a voltage of 24V, the armature of the electromagnet retracts, compressing its spring, and moves the latch 9, releasing the damper axis.

The damper, under the action of spring 5 and the air flow, turns in 0.1 s and blocks the air flow.

It is especially necessary to pay attention to the fact that an electromagnet of the RS-336-02 type with a rated supply voltage of 12V is used in the damper drive.

To ensure the reliability of closing the damper, 24V voltage should be applied for a short time, for 1-2 seconds no more.

To ensure a short-term impulse, the signal from the instrument panel in the driver's cab should be carried out not with a toggle switch, but with a short-term power button.

Constructively, this button should be protected from accidental pressing and switching on.

For an emergency stop of the engine, when the driver is outside the cab, there is a button 8 for manually closing the damper.

At the same time, the button functions as an emergency stop damper position sensor. When the damper is closed, there should be contact between the pusher of the button and the damper latch, which should be signaled by a light (LED) on the instrument panel in the driver's cab.

If adjustment is necessary, do the following:

  • - damper must be in the closed position;
  • - turn the screw driver of the button until the pusher of the button touches the latch, as evidenced by the lit light (LED) on the instrument panel in the driver's cab and tighten the screw screw by ¼ turn;
  • - holding the screw in this position, tighten the locknut.

If repair is necessary, remove and install the damper on the engine in the "closed" position.

The layout (installation) of the engine on the car should provide free access to the button for manually turning on the damper and at the same time protect against accidental pressing.

The damper must not be used for normal engine shutdown.

The fuel fine filter (Fig. 7) consists of a cap 4 with a rod 3 welded to it, a cover 6 and a filter element 5.

Drain plug 1 is screwed into the stem from below.

The seal between the cap and the cover is provided by a rubber sealing ring 11.

The cap with the cover is connected by a bolt 7, under the head of which a sealing washer 8 is placed.

Design features of the YaMZ-6583 engine

The replacement filter element is made of special paper. Spring 2 presses the filter element against the cover.

From the end surfaces, the filter element is sealed with gaskets 12 fixed on the element.

A jet valve 14 with a plug 16 is screwed into the cover, which is sealed with a gasket 13.

Through the jet valve, part of the fuel is drained along with the air that has entered the low pressure system. The jet valve is adjusted to start opening pressure of 20…40 kPa (0.2…0.4 kgf/cm2).

When the pressure in the system is low, which can be observed when the engine is started, the valve closes the channel, and fuel is not drained, the fuel supply to the EFU improves.

In the process of operation, it is planned to periodically drain the sludge, change the filter element, as well as flush the cap.

On engines, use a replaceable fuel filter element 840.1117039 (030) -01 (T6307) manufactured by DIFA OJSC, Republic of Belarus or DIFA Autofilter Trading House, Moscow, which has a Certificate of Conformity issued by the relevant certification center and manufactured during the period of validity of the permit for use issued by Avtodiesel OJSC.

Friction clutch fan drive

The motors are equipped with a fan drive with a friction clutch, operating both in automatic and manual modes.

Design features of the YaMZ-6583 engine

The fan is off when the engine is off.

After starting the engine, the fan impeller can rotate due to friction in the bearings and other mating parts of the disc clutch at a frequency of 200 ... 500 rpm.

When the temperature state of the engine is close to the highest optimum (+85˚ ... +93˚ С), the oil from the switch under pressure enters the fitting 13 (Fig. 8) of the housing 14.

Further through the hole in the housing, the radial holes in the bushings 10 and 22 enter the axial hole of the drive shaft 18, and from there to the piston 30.

The piston begins to move, transferring forces through springs 32 to the holder, which presses on disks 4 and 5, choosing the gaps between them.

After compression of the driving and driven disks, the driven shaft 25 with the impeller begins to rotate at the operating frequency.

After the temperature condition of the engine reaches a value close to the lowest optimum, the switch stops the oil supply.

The oil under the piston 30, under the action of centrifugal forces, as well as springs 7, 32, moves through the drainage holes through special channels into the internal cavity of the front cover 2 and pulley 24.

With the help of scoop tube 9 and further through the channels in the housing, oil enters the crankcase.

As the cavity under the piston 30 is freed from oil, it moves under the action of springs 7, 32.

The friction drive discs move apart and the fan turns off.

The fan drive is equipped with a KEM 32-23M solenoid valve, which is structurally similar to the KEM 32-23 damper, in order to increase its efficiency in preventing clogging, a permanent magnet is placed in the valve body to trap metal particles.

During operation, maintenance of the solenoid valve is not required; if necessary, the magnet can be cleaned from metal particles.

Design features of the YaMZ-6583 engine

The location of the sensors on the engine is shown in fig. 9.