In the internal combustion engines of the early period of the automotive industry, changes in the gaps that have increased due to the wear of the valves were solved by adjusting the valve mechanism. Specially trained mechanic every 10,000 kilometres of mileage (and more often), opened the engine and went into the adjustment of the valve. This laborious procedure requires certain skills and qualifications, as well as specialized tools, which, by the way, seem rather unusual.
The first hydrocompensators appeared in the Cadillac engine, a car that was tested by all the innovations that were later copied by the world
In the process of developing the automotive industry, a device that supports the valve pattern at a constant level was invented as the deterioration in the gas distribution mechanism has been accumulated. This device, consisting of spring-loaded pushers with the capacity to run as the gap is increased, is referred to as a hydraulic capacitor.
History of hydrocompensator
For the first time, the engine with hydro-compensators appeared in the car Cadillac Model 452 of the V16 engine. However, in those days about the simplicity of engine maintenance, this is why the real fashion to the hydrocompensators started later in the 1980s, when Japanese manufacturers rushed to gain the US market. The device has proven to be a good practice, but in recent years producers have begun to refuse to use it. To do so is forced by modern trends in the economy-the installation of hydrocompensators complicates the engine and increases its cost. In other words, the robustness of the engines, which was placed at the head of Japanese manufacturers at the end of the twentieth century, has ceased to be a determining factor. Regulated engines operate slightly more noisy and require periodic tuning, but such a scheme is simpler and therefore cheaper. In a modern scheme of business of dealers, based on the sale of vehicles with long warranty on the main knots, reliability is not determinative, as it is closely monitored by experts of authorized technical centers where the buyer is obliged to serve during the warranty period.
Types of hydro-compensators
Depending on the design of the GRM, hydrocompensators are divided into four types:
- Hydrocatel;
- Pygmy hydrocatel;
- Hydropylon;
- (b) Hydro-supports fitted to levers or roots.
In spite of the design differences, the purpose and the principle of the validity of these nodes are the same. They are intended to compensate for the heat gaps between the valves of the valves and the GRM distribution shaft of the mechanism.
Motor oil is used as a hydraulic fluid in hydrocompensators.
Compensating capacitors
The essence of the work of hydrocompensators is that they automatically change their length by a value equal to the thermal gap.
The movement of the hydraulic compensator parts relative to each other occurs under the influence of the incoming oil and the built-in springs.
The compensator consists of the body and the mobile plunger. It, in turn, consists of tulks, springs and sharik valves. The body of the hydrolcatel can be cylindrical pushers, part of the HBCD or elements of the valve control.
The main part of the compensator is a plunger. The value of the gap between the plunger and the tulking is 5-8 microns. This allows for the leakproofness of the compensator, and its components to be moved freely in it relative to each other.
The hole located in the lower part of the plunger is closed by the blind reverse valve. There is a hard spring between the plunger and the tulking.
A heat gap between the shaft and the liner is formed when the grating of the distribution shaft is located in the rear of the push rod.
Oil goes to the plunger through a special channel. At the same time, the plunger goes up and compensates for the gap. At the same time, the oil falls through the ash valve into the cavity below the plunger. When the shaft is rotated, it pushes the push button downward. The return valve is closed. The flat pair, acting as a rigid element, transmits the force to the valve. There is a small amount of oil in the gap between the plunger and the tulking. The proceeds from the lubricant will compensate for the leakage.
Hydrocompensator can be worn to such an extent that it is wedge in the nominated position and the valve will stop closing
The part of the engine shall be heated to a change in the length of the compensator. There is a change in volume and automatic compensation of the gap with the additional quantity of oil.
Characteristics of hydrocompensators
Like any mechanism, the hydrocompensate capacitor has flaws. One is the need for more careful choice of oil and oil filters. The change in clearance has a devastating effect on the most hydro-compensators-the increase in the clearance results in oil leakage and the loss of stiffness. If the process is far away, the engine is running under the valve cover with a characteristic noounding knock. You can get rid of this sound by using the oil with a large viscosity. By the way, this is the way the unradiating sellers b/cars do it, trying to mask the deficiencies of the goods. If, in answer to the question about what oil is in the engine at the moment, you have heard the characteristics clearly too viscous for the given stamp of the oil car, it is a reason to think about it.
It happens that a valve with an exhausted hydrocompensate is jammed in the open state. If this results in a large gap-impact load increases, deterioration of parts, a sharp clknocking at the engine operation appears. If it's a prom valve, it could be blown up quickly because of the constantly increased clearance. On the contrary, when the "squeesed", that is, the valves do not open up to the end, the load on the distribution shaft is increased, the wear of the parts increases, the engine power falls, and the cotton is thrown in the tailpipe.
