Drive axles of three-axle vehicles ZIL

The three-axle ZIL-131 car, with a drive on all axles, uses a sequential drive of the rear drive axles with a through drive shaft in the first axle.

In the rear axles, a double main gear is used, located in the crankcase, cast from ductile iron. The final drive housing, which has a side hatch closed with a lid, is bolted to the top of the cast banjo-type rear axle housing using a horizontally located flange. A puller bolt is wrapped in the crankcase cover, used to press out the pin of the rear axle suspension reaction rod. The lower opening of the rear axle housing is closed with a cover welded to the housing. The cavity of the crankcase of the rear axle communicates with the atmosphere through a breather.

In the first rear axle, the main drive shaft with a small bevel gear fixed to it is made through and mounted in front on a cylindrical roller bearing in the crankcase tide, and in the rear - on two tapered roller bearings, the body of which is fixed in the flange in the crankcase and closed with a cover. At both outer ends of the shaft, the flanges of the cardan joints of the cardan drive of the drive axles are fixed on slots with nuts. The shaft ends are sealed with self-clamping glands and mud deflectors are welded on the hinge flanges. At the second axle, at the rear protruding end of the drive shaft, instead of a flange, a spacer sleeve is installed and the shaft is closed with a blind cover. Otherwise, the design of both rear axles is the same.

To adjust the meshing of the bevel gears, shims are supplied under the flange of the rear shaft bearing housing, and shims are installed between their inner rings to adjust the tightening of the bevel bearings.

The small bevel gear engages with the large gear pressed onto the key on the intermediate shaft, made together with the small spur gear. The shaft is installed in the internal partition of the crankcase on a cylindrical roller bearing. The outer end of the shaft rests on a double-row tapered roller bearing, the housing of which, together with the cover, is bolted to the flange in the crankcase wall. Gaskets for adjusting the engagement of bevel gears are supplied under the housing flange, and shims are supplied between its inner rings to adjust the tapered roller bearing.

A small spur gear with helical teeth engages with a large gear bolted to differential cups mounted in the main gear case housings on tapered roller bearings. The bearings are fixed in the sockets with caps on the studs. Adjusting nuts are screwed into the sockets on the sides to adjust the tightening of the bearings. The nuts are secured with stoppers. On the differential crosspiece, four satellites are installed on bronze bushings, which engage with the side gears mounted on the splines of the inner ends of the leading axle shafts. Thrust washers are placed under the bearing surfaces of satellites and side gears.

Fully unloaded drive axle shafts are connected by their flanges with the help of studs and nuts with tapered bushings to the drive wheel hubs cast from steel. Each hub is mounted on two tapered roller bearings on a tubular pin, the flange of which is bolted together with the brake shield to the flange of the tip welded to the semi-axial sleeve of the rear axle beam. The bearings are fixed on the trunnion with an adjusting nut 44, fixed with a lock washer and a lock nut. FROM inside a self-clamping gland is installed in the hub and the hub is covered by an external felt gland fixed in the oil deflector.

A cast iron brake drum with a wheel disk is attached to the hub flange on studs with nuts. The air supply hose 49 from the centralized tire pressure control system is attached to the fitting wrapped in a trunnion. The fitting communicates with the help of a sealing sleeve 35 with a channel drilled in the axle shaft. The air inlet sealing coupling consists of an annular body, to which two covers with self-clamping rubber seals are tightly attached, tightly covering the ground neck of the axle shaft on both sides of the outlet of the air channel, ensuring that, when the axle shaft rotates, air flows into its channel from the hose. The coupling is closed in the undercut of the trunnion with a stamped cover attached to the trunnion with bolts. The semi-axis in the flange of the tip of the semi-axial sleeve is sealed with an oil seal. The internal cavity formed by the flanges communicates with the atmosphere through a breather.

A tire valve body is wrapped into the end of the axle shaft, which is connected by a hose to the valve tube of the wheel tire chamber. The tap and hose are covered with a protective cover.

Oil is poured into the crankcase of each rear axle through a hole closed with a plug 6 on the upper wall of the final drive crankcase. The same hole is a viewing hole and is used to check the meshing of the bevel gears. Oil is poured up to the level of the control hole. The oil is drained through the lower hole on the cover of the rear axle beam and through the hole on the rear wall of the final drive housing. All openings are closed with plugs. The oil level in the rear axles during operation is checked with a special dipstick included in the tool kit. The feeler gauge is inserted into the hole in the crankcase after the rear bolt of the main gear housing flange is unscrewed.

The main gear of the front drive axle has the same device as the main gear of the rear axles, but its shafts are located in the same plane with the axle shafts, and therefore the main gear housing has a different shape and is attached to the crankcase front axle flange located in a vertical plane.

Rice. 1. Driving axles of the ZIL-131 car

The outer end of the drive shaft with a small bevel gear is installed in the crankcase on two tapered roller bearings, and the inner end is on a roller bearing; cylindrical bearing. Oil is poured into the crankcase of the front drive axle through the control hole located in front in the beam cover, closed with a stopper. The oil is drained through a hole located in the lower part of the front axle beam.

The outer end of each semi-axle is connected by means of a ball-type equal angular velocity joint to the wheel drive shaft mounted in the pivot pin on a bronze bushing. The knuckles are made as one piece with the axle shaft and the drive shaft. Thrust washers are placed under the fists. A flange is installed on the splines of the end of the drive shaft, connected on studs with nuts to the wheel hub.

The front wheel with hub, bearings, seals and air supply system to the tire has basically the same arrangement as the rear wheel.

The stub axle flange is bolted to the split housing. The housing is mounted on tapered roller bearings on pivot pins, welded in a spherical tip, attached on studs with nuts to the end of the semi-axial sleeve of the front axle beam. On the inside, a double self-clamping axle shaft seal with a guide cone is fixed in the tip. Adjusting shims are installed under the journal bearing caps. To fill the oil into the body and drain it, the spherical tip has holes closed with plugs. A stuffing box sealing device is fixed on the body of the rotary pin from the outside, covering the spherical tip.

For cars ZIL -157 and ZIL -157K - three-axle high cross-country ability, the rear axles in the design of the central part are similar to the drive axle of the GAZ-63 car and have a single final drive, consisting of two bevel gears, and a differential with four satellites. The main gear is installed in the crankcase, which has a connector in the longitudinal vertical plane.

Tapered roller bearings of the small bevel gear shaft are adjusted by spacers or washers installed between the inner races of the bearing. The engagement of the gears is regulated by gaskets installed under the flange of the bearing housing.

Each drive semi-axle is flanged on studs with nuts to the hub cover. The cover, together with the wheel disk and the brake drum, is studded to the hub flange. In addition, the cover is attached to the hub with screws.

The hub is mounted on a trunnion on two tapered roller bearings reinforced with an adjustable nut, a lock washer and a lock nut. From the inner edge of the hub, an inner rubber self-clamping gland and an outer felt seal are installed.

The trunnion with a sleeve pressed into it is attached to the flange of the semi-axial sleeve. There is a channel in the trunnion wall, to which the hose of the centralized tire pressure control system is connected from the outside. A sealing coupling for air supply is fixed in the hub cover, consisting of a housing in which two self-clamping seals are fixed with covers; the coupling is connected by means of a fitting to the air supply pipe to the wheel tire. The tube is equipped with a stopcock; the crane body is fixed on the wheel disk.

The main gear, differential and crankcase of the front drive axle have the same device as the same devices of the rear axle. The end of each semi-axle of the front axle is connected to the wheel drive shaft by means of a ball-type equal angular velocity joint.

Driving axles of cars ZIL-157 and ZIL-157K

The drive shaft is mounted in a trunnion on the bushing and is connected with studs to the hub cover using a flange. The design of the trunnion, hub with bearings, air supply channels to the tire is the same as the design of similar devices of the rear drive axles.

The trunnion flange is attached to a split housing mounted on tapered roller bearings on pivot pins fixed in the spherical tip of the semi-axial sleeve. Adjusting shims are installed under the bearing caps. An stuffing box sealing device is fixed on the trunnion body from the outside.

Rice. 3. The first drive axle of the car ZIL -133

The three-axle ZIL-133 car has rear drive axles with a through shaft, which eliminates the need to install a transfer case and simplifies the design of the driveline. The main gear in both drive axles is hypoid.

In the first drive axle, the drive shaft (Fig. 3) is connected to the drive shaft of the second axle through an interaxle differential, which, if necessary, can be locked using a clutch. The clutch is controlled by means of a pneumatic diaphragm working chamber located on the crankcase of the final drive gearbox and controlled by a special crane from the general pneumatic system of the vehicle. The crane handle is located in front of the driver.

The rotation from the input shaft to the lower shaft with a small bevel gear of the hypoid gear is transmitted using gears. The upper gear is mounted freely on the shaft and is connected to it through the center differential mechanism. The lower gear is tightly fixed on the lower shaft. The transmission takes place through an intermediate gear mounted on bearings on an axle fixed in the crankcase.

The large bevel gear of the hypoid gear is mounted on a differential box mounted on bearings in the housings of the final drive housing. From the differential, with the help of fully unloaded axle shafts, the force is transmitted to the drive wheels, the hubs of which are mounted on the ends of the semi-axial sleeves of the rear axles on tapered roller bearings.

TO Category: - Vehicle Chassis

When a fundamentally new family of ZIL-130 trucks with a modern design and a powerful 8-cylinder engine appeared in the early 60s, a new cross-country vehicle ZIL-131 was developed on its basis, designed to replace the ZIL-157. However, for a number of reasons, the start of production was delayed, and mass production began only in 1967. Nevertheless, it stood on the ZIL conveyor until the beginning of the 90s (later it was assembled in the Urals). The car turned out to be very successful.

The cockpit of the ZIL-130 with an advanced design for that time, in a military version with flat wings and a modified lining, does not look outdated even now. The ZIL-131 very successfully combines elegance and rationalism, simplicity of design and modern technical solutions. This wonderful car deserves to talk about it in more detail. Since the ZIL-131 was developed on the basis of the ZIL-130, then for the main components and assemblies (engine, clutch, gearbox, steering, elements of the brake system, cabin) it is unified with it.

Of course, these units are not absolutely identical, they have characteristic features due to specific operating conditions. The ZIL-131 engine is adapted to work with significant longitudinal and transverse rolls. For this purpose, there is a recess in the crankcase, in which there is a fixed oil receiver. It is possible to turn off the crankcase ventilation in order to create excess pressure in the crankcase to prevent water from entering the engine when wading. To facilitate wading, the fan drive and water pump drive are separated, which allows you to turn off the fan by removing the belt. The water pump continues to run.

The power steering pump and compressor also remain on. Radiator cooling area increased. It was also possible to install a compensation (expansion) tank. In this case, the valves, usually installed in the radiator cap, were located in the reservoir cap. When the car storms the water barrier, the exhaust manifold of the engine, which has the highest temperature, is rapidly cooled. In order to avoid its destruction, a composite exhaust manifold was installed on the ZIL-131 engine.

Another innovation - the ZIL-131 used foam-oil air filter with three-stage air purification. It cleans the air much better when driving on dusty steppe roads, as well as in deserts. The brake compressor also receives air from this filter. In the power system, the performance of the fuel pump has been increased from 140 to 180 l / min, which ensures uninterrupted operation in the heat, when vapor-air locks can form in the system. Fuel tank caps are made deaf, without valves.

And the valves were installed in a separate sealed housing, which was connected to the atmosphere with a special tube. Its end was above the level of the maximum ford. To prevent water from entering the clutch housing, the release fork is sealed. And the ventilation hole of the clutch housing, when overcoming the fords, was closed with a special blind plug, which under normal conditions was located on the cover of the front axle gearbox housing. A feature of the gearbox is a ventilation system through a breather with a tube, the end of which is above the level of the maximum ford.

As we can see, on the ZIL-131, the closest attention was paid to the possibility of operation in extreme conditions. With this in mind, the electrical equipment of the car was also made. Instruments such as the starter, distributor and ignition coil are sealed. The starter uses special rubber gaskets to prevent water from entering. In general, special requirements are imposed on the starters of military vehicles. In the event that the engine stalls, for example, when overcoming a ford, the starter must provide the ability to land on land, the ignition devices are shielded, and special filters are included in the circuit of the ignition coil and voltage regulator.

But the most interesting place in an all-wheel drive car is the transmission. On the ZIL-131, a transmission with a through middle axle was used.
This greatly simplifies the transfer case, which becomes a 3-shaft. The highest gear in it is direct, which increases efficiency. The cardan transmission, which is through, is also simplified. The front axle is switched on automatically when the downshift is switched on in the transfer case, for this purpose an electric pneumatic actuator is used. If necessary, the front axle can also be switched on in direct transmission in the transfer case using a switch. Transfer case has a hatch for installing various types of power take-offs.

A separate oil pump is not required for this, the ZIL-131 main gears are double: a pair of bevel gears and a pair of cylindrical gears. The middle axle gearbox, as already mentioned, is a through passage. The front axle gearbox is located horizontally, the middle and rear axle gearboxes are vertical. The axis of the rotary rack ZIL-131 has a transverse slope. The design of the remaining ZIL-131 systems is quite traditional and does not fundamentally differ from the design of similar systems of conventional trucks.

The ZIL-131 also had modifications, the most famous of which is the ZIL-131V truck tractor, there was also an ATZ-3.4-131 tanker. Most of the ZIL-131 was intended for military service. Various special vehicles were created on its chassis, including a twin installation of anti-aircraft missiles, vehicles with radio equipment (for this, the electrical equipment of military trucks was shielded). There was also a modification of the ZiL-131A without shielded electrical equipment.

But its most interesting modification was the ZIL-137 - an active road train, with a semi-trailer having a wheel drive from the tractor engine. The drive was carried out using a hydraulic lifting gear. In addition to serving in the army, ZIL-131 vehicles were actively used in the national economy, mainly in difficult places, in the taiga, for geological exploration, drilling, in the North (there was a special northern modification ZIL-131S), in mountainous areas, in swampy areas. Thanks to the centralized tire pressure control system, the car confidently moved through quicksand, loose snow, and swampy ground.

As for military service, the ZIL-131 is still in service with the armies of many countries. It can also be seen at military parades. If the ZIL-157 was an image of a rational, but extremely simple, ascetic, unpretentious car with good cross-country ability, then in the ZIL-131 high cross-country ability was combined with a much greater level of comfort, modern solutions and modern design. The design of the ZIL-130 cabin with a developed panoramic glass, revolutionary at the time, turned out to be extremely successful. Even now, half a century later, this cabin is pleasing to the eye.

The cabin 4331, which appeared later, is clearly inferior in design to it. And an all-wheel drive truck with this cab, although it was similar in design to the ZIL-131, looked much less attractive. The production of ZIL-131 in the early nineties was transferred to the Ural branch of ZIL. Its chassis with diesel engine under the name AMUR (Cars and motors of the Urals) is still being produced. Thus, ZIL-131 surpassed its predecessor ZIL-157 in longevity, which was assembled for 36 years. And the unique ZIL-131 cab at the same plant is also installed on a conventional ZIL-130 chassis.

©. Photos taken from publicly available sources.

Mechanisms of driving axles of the ZIL-131 car

The main gear is double, one pair - bevel gears with spiral teeth, the second pair - spur gears with oblique teeth, the total gear ratio is 7.33.

The main gears of the middle and rear axles are the same in design and location, their crankcases are attached to the axle beams with horizontal flanges. The main gear of the front axle has the same device, but is attached to the axle beam with a vertical flange.

Rice. 1. Hinges of equal angular velocities:
1, 2, 8 - fists; 3 - leading balls; 4 - finger; 5 - centering ball; 6 - outer axle shaft; 7-fork; 9 - disk; 10 - inner half shaft

Rice. 2. Scheme of the device and operation of the gear differential:
a - the car goes in a straight line, the satellites do not rotate, the drive wheels rotate at the same speed; b - the car moves in a curve, the speeds of the driving wheels are different, the satellites rotate around their axes; 1 - driven gear; 2 - drive gear; 3 - satellite; 4 - side gear; 5 - half shaft

The main gear consists of a crankcase with a cover, an input shaft with a bevel gear and bearings, a driven bevel gear, a driving spur gear with a shaft, a driven spur gear.

The crankcase is bolted to the axle beam; two of them are located inside the crankcase (they can be accessed through the side cover). The filler hole, closed by a plug, is located on top of the crankcases of the middle and rear axles, the drain hole with the plug is in the axle housing, the plug of the additional drain hole is in the final drive housing. Checking the oil level is carried out using a special pointer available in the driver's tool kit; this pointer is inserted into the hole for one of the bolts securing the final drive housing to the axle beam. The oil level during filling can also be checked through the control hole, which is located in the axle housing. The crankcase is ventilated through a breather. At the front axle, the control filler hole is located in the cover of the axle beam, and the drain hole is in the lower part of the axle beam.

The drive shaft rotates on one roller cylindrical and two tapered bearings. Metal gaskets are installed between the flanges of the bearing cup and the crankcase.

Rice. 3. Rear axle of the car ZIL-Sh:
1 - breather; 2-axle; 3 - driven bevel gear; 4- shaft of the leading cylindrical gear; 5 - leading bevel gear; 6 - filler plug; 7, 31 - driving and driven cylindrical gears; 8 - main gear housing; 9, 34 - shims; 10 - bearing cup; 11 - bearing cover; 12 - differential cup; 13 - side gear; 14 - block of glands for air supply; 15 - brake drum; 16, 17 - hub seals; 18 - lock washer; 19 - locknut; 20 - tire crane; 21 - axle shaft flange; 22 - adjusting nut; 23 - screw; 24 - hub; 25 - hairpin; 26 - platter; 27 - trunnion; 28 - brake drum; 29 - drain plug; 30 - satellite; 32 - input shaft; 33 - shims

Rice. 4. Lubrication of the main gear of the car ZIL -131;

The driving spur gear is made integral with the shaft, which rotates on cylindrical roller and double-row tapered bearings. Gaskets are located between the bearing cup and the crankcase. The driven spur gear is a ring gear that is attached to the differential cups.

During the operation of the main gear, the torque changes in both pairs of gears in magnitude, and in the bevel pair, in addition, in direction.

The main gear is lubricated by splashing; there are channels in the walls of the crankcase for the passage of oil to the bearings. 5 liters of oil are poured into the crankcases of the main gears of all axles.

Adjustment of the conical bearings of the drive bevel gear shaft is carried out when an axial clearance appears in them and is carried out by selecting shims of the required thickness located between the inner rings of the bearings. The correctness of the adjustment is checked by the force required to rotate the shaft in the bearings. This force, determined using a dynamometer hooked to the shaft flange, should be in the range of 1.3-2.7 kgf.

The double-row tapered bearing of the spur gear is installed with a matched adjusting ring and does not require additional adjustment.

The lateral gap between the teeth of the bevel gears should be 0.15-0.45 mm at the widest part of the tooth, which corresponds to the rotation of the input shaft flange by 0.18-0.54 mm when measured at the radius of the bolt holes and with the driven gear stationary . The specified clearance is adjusted by moving the drive and driven gears by changing the number of shims.

The three-axle vehicle ZIL-131 is the main model of the off-road truck of the Moscow Likhachev Plant in the period from 1966 to 1994. This is one of the most famous and recognizable cars everywhere in the world. Soviet car industry. ZIL-131 is a car, first of all, a military one, which for decades has been supplied to the Soviet army and the armed forces of the countries that are allies of the USSR.

Thanks to this prevalence, not only in the socialist states, but also in many, so to speak, "banana republics", ZIL-131, unexpectedly for itself, made a long and successful film career in Hollywood.

In addition to dozens of films about James Bond and other numerous, less well-known, Cold War movie fighters, ZIL-131 has repeatedly appeared in frames of modern foreign cinema.

The Expendables team quickly restored the abandoned ZIL-131: Statham deals with the engine, Stallone provides "wise leadership."

In the same "Transformers", for example. Or in "The Expendables-2": Sylvester Stallone and his "dream-team" from the stars of retro action movies famously burst into the terrorists' lair on a military "ZILka"! At the same time, the creators of all these films - both the old and the new time, during their shooting have never visited not only Russia, but even the CIS.

ZIL-131 is a front-engine all-wheel drive truck with a 6x6 wheel formula. Initially, it was created as a cross-country vehicle. For the transport of goods and people, as well as for towing trailers - both on all types of roads and on rough terrain.

IN model range The ZIL-131 plant named after Likhachev came to replace the no less famous, and even legendary off-road car.

In terms of its cross-country ability, the ZIL-131 is not inferior even to tracked vehicles. This truck was created on the basis of the production experience of its predecessor, the ZIL-157. The new ZIL off-road truck has been significantly improved; equipped with an innovative bridge, eight-ply tires with a special tread pattern. At ZIL-131, the front axle was made disconnectable, and one common driveshaft goes to both rear axles from the transfer case.

ZIL-131 proved to be an extremely hardy machine for operation in any climatic conditions, including the Far North, tropical and equatorial latitudes, demonstrating stable and trouble-free operation at air temperatures from -45 to +55 ° C.

Developing the ZIL-131, the designers of the Likhachev Plant successfully coped with the task of creating an off-road army truck, inexpensive to manufacture, easy to operate and most unified with its "civilian counterpart".

The first mass production was nevertheless launched a new mass truck for the national economy -; and three years after that - the army ZIL-131. However, less than five years later, from January 1971, it ceased to be a purely military vehicle and began to be mass-produced as a simplified national economic truck - without the units characteristic of army vehicles.

The serial, “classic” ZIL-131 was produced for twenty years: from 1966 to 1986, when its modernized version, the ZIL-131N, was launched into the series. This version was equipped with an improved engine (improved efficiency, extended working life), more modern optics and an awning made of new synthetic materials.

A few years later, they began to try to equip the ZIL-131N not with carburetor, but with diesel engines: their own ZIL-0550; motors from other manufacturers: D-245.20; YaMZ-236 and even Caterpillar.

However, the modernized 131st was not widely used, despite the fact that, in addition to the Likhachev plant, it was also produced at the Ural Automotive Plant until 2006. It's just that production volumes were far from the same. In the Urals, by the way, ZIL-131N has been produced in recent years under the name Amur-521320.

The maximum level of production of trucks of the 131st series fell on the 80s, when up to 48 thousand such vehicles were produced per year. And the number of workers employed by that time at ZIL reached 120 thousand people. In total, the Likhachev plant built 998,429 cars of the ZIL-131 family. The vast majority of them, of course - in the years of the USSR. And for the entire period of 1987 - 2006, both enterprises assembled 52,349 cars of an updated modification - ZIL-131N.

The main technical characteristics of the serial ZIL-131

• Length: 7,040m; Width: 2,500 m.
• Height (without load): in the cabin - 2.510 m; on the awning - 2,970 m.
• Wheelbase: 3350 + 1250 mm.
• Ground clearance: under the front axle - 33 cm; under the intermediate and rear axles - 35.5 cm.
• The track size of the front and rear wheels is the same: 1.820 m.
• The smallest turning radius on a dry paved road with the front axle turned off is: in the middle of the track of the outer front wheel - 10.2 m; on the wing of the outer front wheel - 10.8 m.
• Tire size is 12.00-20″.
• Load platform dimensions (length/width/height, mm): 3600 / 2322 / 346+569.
• Loading height: 1430 mm.
• Carrying capacity on the highway: 5 tons; on ground cover: 3.5 tons.
• Empty car weight: 5.275 tons.
• Curb weight: 6.135 tons - without winch; 6.375 tons - with a winch.
• Gross vehicle weight: without winch - 10.185 tons; with a winch - 10.425 tons.

The distribution of the load transmitted to the road from the mass of the equipped vehicle through the tires of the wheels is: 27.5 / 30.45 kN (2750/3045 kgf) - front axle; 33.85 / 33.30 kN (3385/3330 kgf) - rear bogie.

The distribution of the load transmitted to the road from the total mass of the vehicle through the tires of the wheels is: 30.60 / 33.55 kN (3060/3355 kgf) - front axle; 71.25 / 70.70 kN (7125/7070 kgf) - rear bogie.

The parameters of the overhang angles are as follows: front without a winch - 45 degrees, with a winch - 36 degrees; rear - 40 degrees.

Engines ZIL-131

• The main, “native” engine of the serial ZIL-131 is a 4-stroke eight-cylinder V-shaped 90 ° carburetor engine with a volume of 6 liters. Its rated power (with speed limiter) is 150 Horse power. power unit belongs to the overhead valve type of engines, liquid cooling. The cylinder diameter is 100mm; piston stroke - 95 mm. The compression ratio is 6.5. Torque - 41 kgf * m (410 Nm). Specific fuel consumption is at least 35-38 liters per 100 kilometers. Its considerable nutritional requirements are provided by two fuel tanks of 170 liters each.

• Upgraded in 1986, the year 150-horsepower engine ZIL-5081 V8 differs from the previous engine in cylinder heads with screw inlet channels and a compression ratio increased to 7.1. This engine was also slightly more economical than its predecessor.
• Diesel engines, which, already in its recent history, were equipped with ZIL-131: D-245.20- in-line four-cylinder diesel engine with a working volume of 4.75 liters. The rated engine power of this is 81 horsepower, the maximum torque reaches 29.6 kgm. Diesel fuel consumption is 18 liters per 100 km; YaMZ-236- six-cylinder V-shaped diesel engine with a volume of 11.15 liters. The rated power of this motor is 180 hp; own four-stroke diesel plant named after Likhachev ZIL-0550(6.28 l, 132 hp). However, the ZIL-131 diesel truck is still a rarity.

Frame and suspension of the truck ZIL-131

The frame of the ZILovsky "SUV" is stamped, riveted, with channel section spars, which are connected by stamped crossbars. Behind is a hook with a rubber shock absorber; in front of the frame - two rigid tow hooks.

Front suspension - on longitudinal springs; the front ends of the springs are fixed to the frame with lugs and pins, and the rear ends of the springs are “slippery”. The rear suspension is balanced, on two longitudinal springs. Shock absorbers (on the front suspension) are hydraulic, telescopic, double-acting.

The truck is equipped with disc wheels mounted on 8 studs. The truck's front dependent suspension is mounted on two semi-elliptical springs, equipped with shock absorbers and rear sliding ends. The rear suspension (balanced) is mounted on two semi-elliptical springs with sliding ends and 6 jet rods.

Steering and brake control; transmission ZIL-131

The truck is equipped with a hydraulic booster steering gear located in a common crankcase with a steering gear. The steering mechanism - a working pair - is a screw with a nut on circulating balls, and a rack engaged with a gear sector.

Power steering pump - vane, double action driven by a belt from a pulley crankshaft. Gear ratio of the steering mechanism - 20. Longitudinal and transverse steering rods - with heads on ball pins, with self-clamping crackers.

The brake mechanisms of the working brake system - drum type with two inner pads, unclenched by a fist, are installed on all wheels. Brake drum diameter is 420mm; pad width - 100 mm.

The total area of ​​the brake linings is 4800 cm2. The drive of the brake mechanisms when the service brake system is turned on is pneumatic, without separation along the axes. There are six brake chambers, type 16th.

The brake mechanism of the parking brake system is a drum type with two internal pads, unclenched by a fist, mounted on the transmission shaft. The braking distance on a dry, asphalted, level road from a speed of 60 km/h is about 25 meters.

ZIL-131 is equipped with a mechanical five-speed gearbox, with two inertial-type synchronizers for switching on the second - third, fourth - fifth gears. Transfer case - mechanical, 2-speed (2.08: 1 and 1: 1); main gear - double, with a pair of bevel (gear ratio 1.583) and a pair of cylindrical (gear ratio 4.25) gears. Cardan transmission - open type.

The clutch is single-disk, dry, with a spring-loaded torsional vibration damper (damper) on the driven disk. Friction linings are made of asbestos composition. The number of pairs of friction surfaces - 2.

Separate modifications of the car are equipped with a drum-type winch, supplemented by a worm gear with a maximum traction force of 5000 kgf. The length of the winch cable is 65 meters.

Bridges of the truck ZIL-131

Drive axle beams are steel, welded from two stamped halves with welded flanges and a cover. Four cardan shafts are equipped with needle bearing joints. Main gear - two-stage rear axle drive (sequential, through)

The front axle drive is switched on automatically (by an electro-pneumatic valve), when the first (lower) gear is engaged in the transfer case; forced - when the second (direct) gear is switched on by a switch installed on the front shield of the cab.

When the front axle is turned on, the control lamp lights up on the instrument panel in the cab. When starting with the downshift lever, which is part of the transfer case, the front axle pneumatic drive was forcibly turned on.

ZIL-131 is equipped with a contactless ignition system equipped with an electronic switch and an increased power car generator. Additionally, there is an emergency generator that allows, in case of failure of the electronic switch, to move on its own for about 30 hours, without significant loss in dynamics.

Cabin ZIL-131

The cabin is all-metal, triple, heat-insulated. Cabin heating - water, from the engine cooling system, with a centrifugal fan. The control knob for the heater channel damper is located on the cab shield. Cabin ventilation is carried out through the lowering windows, rotary door vents and a channel in the right mudguard of the wing.

The seats in the cab are separate. At the same time, the driver's seat is adjustable, the passenger seat is double. The seat cushions are made of sponge rubber.

Cargo platform and body of the base ZIL-131

The ZIL-131 body is a wooden platform with metal fittings and metal transverse base bars. The front and side sides of the body are blind, the tailgate is folding.

The platform of the truck is adapted for transporting people: folding benches for 16 seats, there is also an additional middle removable bench for 8 seats. The body is closed with an awning on the installed arcs.

Overview of modifications ZIL-131

• ZIL-131- the basic version, the mass production of which lasted from 1966 to 1986.
• ZIL-131A– special version with unshielded electrical equipment. It differed from the basic modification in the absence of special military equipment, an average bench in the back and a searchlight.
• ZIL-131V- a truck tractor developed on the basis of the ZIL-131. In this modification, the frame was shortened to the car; equipped it with a fifth wheel coupling and two spares. The ZIL-131V tractor could carry a semi-trailer weighing 12 tons (on a paved highway) or 10 tons (on dirt roads). Produced from 1968 to 1986.

• ZIL-131D- dump truck. The same name, by the way, was given in 1992 to a rare and "exotic" version of the 131st ZIL, equipped with an imported Caterpillar diesel engine, which, in very modest quantities, was produced until 1994.
• ZIL -131S And ZIL-131AS– trucks for the regions of the Far North, Siberia and the Far East. These modifications were equipped with a cab with autonomous heater, rubber products resistant to frost, additional thermal insulation, standard fog lamps, battery thermal insulation and double glazing. Designed for use at temperatures up to -60 degrees. Gathered in Transbaikalia, at the Chita car assembly plant.
• ZIL-131X– version adapted for desert and tropical climates.
• ZIL-131N- upgraded in 1986 version of the base model. Innovations: an improved ZIL-5081 V8 engine with a resource increased to 250 thousand km, an awning made of more modern synthetic materials and improved optics.
• ZIL-131NA- ZIL-131N version, equipped with unshielded electrical equipment.

• ZIL-131NV- a truck tractor with an improved platform.
• ZIL-131N1- modification with a 105-horsepower diesel engine D-245.20;
• ZIL-131N2- version with a 132-horsepower diesel engine ZIL-0550;
• ZIL-131NS, ZIL-131NAS And ZIL-131NVS- modified versions of the northern version;
• ZIL-131-137B- road train.

Special vehicles based on ZIL-131

A significant volume in production was occupied by a universal chassis designed for mounting various superstructures and special equipment. In addition to the well-known fire engines, the following were also produced on the ZIL-131 chassis:

• Fuel tankers: ATZ-3.4-131, ATZ-4.4-131, ATZ-4-131;
• Oil tankers: MZ-131;
• Universal tank trucks: AC-4.0-131, AC-4.3-131.
• Aerodrome mobile units (tractors): APA-50M; APA-35-2V. It is interesting that these ZIL-131s serving in aviation had gross weight over the officially permitted: 10.950 and 11.370 tons, respectively.

For army versions of workshops, laboratories, mobile radio stations, command and staff vehicles, standard KUNG K-131 and KM-131 van bodies were developed. These KUNGs were equipped with a special filtration unit FVUA-100N-12. It takes air from the surrounding atmosphere and feeds it into the van, while decontaminating it.

Educational question number 1. Transmission, general arrangement and scheme.

The transmission of a car is used to transmit torque from the engine to the drive wheels and change the magnitude and direction of this moment.

The design of a car's transmission is largely determined by the number of its drive axles. The most widespread cars with mechanical transmissions having two or three bridges.

If there are two axles, both or one of them can be leading, if there are three axles, all three or two rear ones. Cars with all drive axles can be used in difficult road conditions, so they are called off-road vehicles.

To characterize cars, a wheel form is used, in which the first digit indicates the total number of wheels, and the second - the number of driving wheels. Thus, cars have the following wheel arrangements: 4×2 (cars GAZ-53A, GAZ-53-12, ZIL-130, MAZ-6335, MAZ-5338, GAZ-3102 Volga, etc.), 4×4 (cars GAZ-66, UAZ-462, UAZ-469V, VAZ-2121, etc.), 6×4 (cars ZIL-133, KamAZ-5320, etc.), 6×6 (cars ZIL-131, Ural-4320, KamAZ-4310 and others).

Rice. 1. ZIL-131 transmission scheme:

1 -engine; 2 -clutch; 3 -Transmission; 4 - cardan transmission; 5 -transfer case; 6 -main gear.

The transmission of a car with one driving rear axle consists of a clutch, a gearbox, a cardan drive and a rear driving axle, which includes the main gear, differential and axle shafts.

For vehicles with a 4 × 4 wheel formula, the transmission also includes a transfer case and additional boxes combined into one unit, a cardan drive to the front drive axle and the front drive axle.

The drive of the front wheels additionally includes cardan joints connecting their hubs with the axle shafts and ensuring the transmission of torque when turning the car. If the car has a 6×4 wheel formula, then the torque is supplied to the first and second rear axles.

In vehicles with a 6 × 6 wheel arrangement, torque is supplied to the second rear axle from the transfer case directly through the cardan drive or through the first rear axle. With an 8 × 8 wheel formula, torque is transmitted to all four axles.

Educational question number 2. Purpose, device and operation of the clutch.

Clutch is designed for short-term separation of the engine crankshaft from the transmission and their subsequent smooth connection, which is necessary when starting the car from a stop and after changing gears while driving.

The rotating parts of the clutch refer either to the leading part connected to the crankshaft of the engine, or to the driven part, which is disengaged from the leading part when the clutch is released.

Depending on the nature of the connection between the leading and driven parts, there are friction, hydraulic, electromagnetic clutches.

Rice. 2. Scheme of friction clutch

The most common are friction clutches, in which the torque is transmitted from the driving part to the driven part by friction forces acting on the contact surfaces of these parts,

In hydraulic clutches (fluid couplings), the connection between the driving and driven parts is carried out by the flow of fluid moving between these parts.

In electromagnetic clutches, the connection is carried out by a magnetic field.

The torque of friction clutches is transmitted without conversion - the moment on the driving part M 1 is equal to the moment on the driven part M 2.

circuit diagram clutch (Fig. 2) consists of the following parts and mechanisms:

- the leading part, designed to receive from the flywheel M kr;

- a driven part designed to transfer this M cr to the gearbox drive shaft;

- pressure mechanism - to compress these parts and increase the friction force between them;

- shutdown mechanism - to turn off the pressure mechanism;

- clutch drive - to transfer force from the driver's foot to the shutdown mechanism.

The leading part includes:

- flywheel ( 3 );

- clutch cover ( 1 );

- the middle drive disk (for a 2-disc clutch).

Driven part includes:

– a driven disk assembly with a damper ( 4 );

- clutch driven shaft (aka gearbox input shaft).

The push mechanism consists of:

- pressure plate ( 2 );

– pressure springs ( 6 ).

The shutdown mechanism includes:

– release levers ( 7 );

– clutch release clutch ( 8 ).

The drive includes:

– the clutch release fork shaft lever ( 9 );

- rods and levers for transferring force from the pedal to the shutdown mechanism ( 10, 11, 12 ) (in the hydraulic drive - hoses, pipelines, hydraulic cylinders).

The device and operation of the clutch car ZIL-131

On the ZIL-131 car, a dry, single-disk clutch is used, with a peripheral arrangement of pressure springs, with a torsional vibration damper and a mechanical drive.

Between the flywheel and the pressure plate is a driven disc mounted on the splines of the input shaft of the gearbox. Friction linings are riveted to the steel disc with rivets. The linings increase the coefficient of friction, and the radial slots in the disc prevent it from warping when heated. The driven disk is connected to its hub through a torsional vibration damper. The pressure plate is located in a steel stamped casing, bolted to the engine flywheel. The disc is connected to the casing with four spring plates, the ends of which are riveted to the casing and bolts with bushings to the pressure disc. Through these plates, the force is transmitted from the clutch cover to the pressure plate, at the same time the disc can move in the axial direction. Sixteen pressure springs are installed between the casing and the disk. The springs are centered on the pressure plate and rest on it through heat-insulating asbestos rings.

Rice. 3. Clutch ZIL-131

Four clutch release levers (steel 35) are connected by means of axles on needle bearings with pressure plate lugs and forks. The forks are attached to the casing by adjusting nuts having a spherical bearing surface. The nuts are pressed against the casing with two bolts. Due to the spherical surface of the nuts, the forks can wiggle relative to the casing, which is necessary when turning the release levers (when disengaging and engaging the clutch).

Opposite the inner ends of the release levers on the shank of the bearing cover of the input shaft of the gearbox, a clutch release clutch (SCh 24–44) with a thrust bearing is installed. The clutch release bearing has a "perpetual lubrication" (grease is put into the bearing at the factory) and is not lubricated during operation.

The clutch, together with the flywheel, is enclosed in a common cast-iron crankcase, bolted to the engine crankcase. All connections of the clutch housing are securely sealed with special gaskets on the sealing paste. When overcoming fords, the lower hole in the lower removable part of the crankcase must be closed with a blind plug stored in the side cover of the front axle gearbox.

In the bushings of the brackets attached to the crankcase on both sides, a release fork roller is installed. Lubricators are screwed into the brackets to lubricate the shaft bushings. The lever, fixed on the left outer end of the roller by an adjustable rod with a spring, is connected to the roller lever, on which the clutch pedal composite lever is fixed. To lubricate the roller, an oiler is screwed into its end. The pedal is equipped with a retractable spring.

Clutch work is considered in two modes - when pressing and releasing the pedal. When you press the pedal with the help of levers and rods, the shaft of the clutch fork turns. The fork moves the thrust ball bearing clutch towards the flywheel.

The release levers under the action of the clutch rotate around their supports and remove the pressure plate from the flywheel, overcoming the resistance of the pressure springs. A gap is formed between the friction surfaces of the driving and driven discs, the friction force disappears, and torque is not transmitted through the clutch (the clutch is disengaged).

Shutdown cleanliness, i.e. ensuring a guaranteed gap between the driving and driven disks is ensured by: the right choice working stroke of the clutch pedal; by installing the inner ends of the shutdown levers in the same plane.

When the pedal is released, the clutch parts return to their original position under the action of the pressure springs and clutch pedal springs. Pressure springs press the pressure and driven discs against the flywheel. A friction force is created between the discs, due to which the torque is transmitted (the clutch is engaged). The completeness of the engagement of the clutch is provided by the gap between the ends of the release levers and the thrust bearing. In the absence of a gap (and this can happen when the lining of the driven disk is worn), the clutch is not fully engaged, since the ends of the release levers will rest against the clutch bearing. Therefore, the gap between the thrust bearing and the release levers does not remain constant during operation, it must be maintained within normal limits (3 ... 4 mm). This gap corresponds to the free play of the clutch pedal, equal to 35 ... 50 mm.

The clutch disc is connected to the hub with vibration damper. It serves to dampen the torsional vibrations that occur in the transmission shafts.

Oscillations, as is known, are characterized by two parameters - frequency and amplitude. Therefore, the design of the absorber should include such devices that would affect these parameters. In the extinguisher they are:

– an elastic element (eight springs with thrust plates) that changes the frequency of free (natural) oscillations;

– damper friction element (two discs and eight steel spacers), which reduces the amplitude of oscillations.

The device and operation of the clutch of the KamAZ-4310 car

Clutch type - dry, friction, double-disk, with automatic adjustment of the position of the middle disk, with a peripheral arrangement of pressure springs type KAMAZ-14, with a hydraulic drive and pneumatic booster

The clutch is installed in the crankcase, which is made of aluminum alloy and is integral with the crankcase of the gearbox divider (KamAZ-5320).

1. Driving parts: pressure plate, middle drive plate, casing.

2. Driven parts: two driven discs with friction linings and torsional vibration dampers assembly, clutch driven shaft (transmission input shaft or divider input shaft).

3. Details of the pressure device - 12 peripherally located cylindrical springs (total force 10500–12200 N (1050…1220 kgf)).

4. Details of the shutdown mechanism - 4 levers of the shutdown, thrust ring of the shutdown lever, shutdown clutch.

5. Clutch drive.

The leading parts of the clutch are mounted on the engine flywheel, which is attached to the crankshaft with two pins and six bolts. At the same time, the possibility of axial movement of the middle and pressure disks is simultaneously provided.

The spikes house a linkage mechanism that automatically adjusts the position of the middle disc when the clutch is engaged in order to ensure the frequency of disengagement.

The pressure plate is cast from SCH21-40 gray cast iron, mounted in the grooves of the flywheel on four spikes located around the disc circumference.

The clutch cover is steel, stamped, mounted on the flywheel on 2 tubular pins and 12 bolts.

The driven disc with damper assembly consists of a directly driven disc with friction linings, a disc hub and a damper consisting of two clips, two discs, two rings and eight springs.

The driven disk is made of steel 65G. Friction linings made of asbestos composition are attached to both sides of the disk.

The driven disk with friction linings and damper rings is assembled on the hub. A damper disk and a clip with installed springs are riveted to the hub on both sides of the driven disk.

Hydraulic clutch release created for remote control clutch.

The hydraulic drive consists of a clutch pedal with a retractable spring, a master cylinder, a pneumohydraulic booster, pipelines and hoses for supplying working fluid from the master cylinder to the clutch drive booster, air supply pipes to the clutch drive booster and a clutch fork shaft lever with a retractable spring.

Rice. 4. Scheme of the hydraulic clutch KAMAZ 4310:

1 -pedal; 2 - the main cylinder; 3 - pneumatic booster; 4 - tracking device; 5 - air actuator; 6 - working cylinder; 7 - shutdown clutch; 8 -lever arm; 9 -stock; 10 - pipelines

The hydraulic master cylinder is mounted on the clutch pedal bracket and consists of the following main parts: pusher, piston, master cylinder body, cylinder plug and spring.

Pneumohydraulic booster the clutch control actuator serves to reduce the effort on the clutch pedal. It is attached with two bolts to the clutch housing flange on the right side of the power unit.

The pneumatic amplifier consists of a front aluminum and a rear cast-iron housing, between which the diaphragm of the follower is rolled.

In the cylinder of the front housing there is a pneumatic piston with a cuff and a return spring. The piston is pressed onto the pusher, which is integral with the hydraulic piston, which is installed in the rear housing.

The bypass valve is used to release air during pumping hydraulic drive clutch.

The follower is designed to automatically change the air pressure in the power pneumatic cylinder under the piston in proportion to the force on the clutch pedal.

The main parts of the follower are: follower piston with sealing collar, inlet and outlet valves, diaphragm and springs.

Rice. 5. Pneumohydraulic booster KAMAZ-4310:

1 - spherical nut; 2 - pusher; 3 -protective case; 4 -piston; 5 - rear part of the body; 6 - seal; 7 - follower piston; 8 - bypass valve; 9 -diaphragm;

10 -inlet valve; 11 -Exhaust valve; 12 - pneumatic piston;

13 - plug hole for draining condensate; 14 - the front of the body.

Operation of the hydraulic booster. When the clutch is engaged, the pneumatic piston is in the extreme right position under the action of the return spring. The pressure in front of the piston and behind the piston corresponds to atmospheric pressure. In the follower, the exhaust valve is open and the intake valve is closed.

When you press the clutch pedal, the working fluid enters under pressure into the cavity of the clutch release cylinder and to the end face of the follower piston. Under the pressure of the working fluid, the follower piston acts on the valve device in such a way that the exhaust valve closes and the inlet valve opens, passing compressed air entering the pneumohydraulic booster housing. Under the influence compressed air the pneumatic piston moves by acting on the piston rod. As a result, a total force acts on the pusher of the clutch release piston, which ensures complete disengagement of the clutch when the driver presses the pedal with a force of 200 N (20 kgf).

When the pedal is released, the pressure in front of the follower piston drops, as a result, the inlet valve closes in the follower and the exhaust valve opens. Compressed air from the cavity behind the pneumatic piston is gradually released into the atmosphere, the impact of the piston on the rod is reduced and the clutch is smoothly engaged.

In the absence of compressed air in pneumatic system the possibility of clutch control is retained, since the clutch can be disengaged by pressure only in the hydraulic part of the booster. In this case, the pressure on the pedals created by the driver should be about 600 N (60 kgf).

Training question No. 3. Appointment, arrangement of the gearbox and transfer case.

Transmission designed to change the torque in magnitude and direction and for long-term disconnection of the engine from the transmission.

Depending on the nature of the change in the gear ratio, gearboxes are distinguished:

- stepped;

- stepless;

- combined.

According to the nature of the connection between the drive and driven shafts, the gearboxes are divided into:

– mechanical;

– hydraulic;

– electrical;

- combined.

According to the method of management are divided into:

– automatic;

- non-automatic.

Stepped mechanical boxes gears with gear mechanisms are the most common at the present time. The number of variable gear ratios (gears) in such gearboxes is usually 4-5, and sometimes 8 or more. The greater the number of gears, the better the use of engine power and higher fuel efficiency, however, the design of the gearbox becomes more complicated and it becomes more difficult to select the optimal gear for given driving conditions.

The device and operation of the ZIL-131 gearbox

The ZIL-131 car is equipped with a mechanical, three-shaft, three-way, five speed box gears with two synchronizers to include second and third, fourth and fifth gears. It has five forward gears and one reverse gear. Fifth gear is direct. gear ratios:

1 gear - 7.44

2nd gear - 4.10

3 gears - 2.29

4th gear - 1.47

5th gear - 1.00

transmission ZX - 7.09

Transmission consists of:

- crankcase;

- covers;

- primary shaft;

- secondary shaft;

– an intermediate shaft;

- gear with bearings;

- synchronizers;

- control mechanism.

Carter. Gearbox parts are mounted in a cast iron crankcase (grey cast iron SCh-18-36), closed with a lid. On the right hatch, a winch drive power take-off is installed, the left hatch is closed with a lid.

In the right wall of the crankcase there is a threaded plug of the control-filling hole through which the gearbox is filled with oil (in the absence of a power take-off). In the presence of a power take-off, oil is poured up to the level of the control-filler hole in the gearbox. In the left wall of the crankcase at the bottom there is a drain hole closed by a screw plug, which is equipped with a magnet that attracts wear products (metal particles) from the oil. In order to prevent water from entering the gearbox when overcoming fords, its internal cavity is sealed - all gaskets are installed on a special sealing paste. Communication with the atmosphere is carried out through a ventilation tube mounted on the rear wall of the cabin.

input shaft is the drive shaft of the gearbox. Manufactured integrally with the constant mesh gear from steel 25KhGM. Mounted on two bearings. The front bearing is installed in the bore of the crankshaft flange. The rear bearing is in the front wall of the gearbox housing. To eliminate oil leakage from the crankcase, a rubber self-compressing oil seal is installed in the input shaft bearing cap.

intermediate shaft made of steel 25KhGM together with the first gear. It is installed in the crankcase with the front end on a cylindrical roller bearing, and the rear end on a ball bearing. Gears are fixed on the shaft on the keys: constant mesh, fourth, third, second and first gears and gears reversing.

output shaft is the driven shaft of the gearbox. Made of steel 25HGM. The front end is installed in the bore of the input shaft on a roller bearing, and the rear end is installed in the crankcase wall on a ball bearing. A drive flange is installed on the splines of the rear end of the shaft cardan shaft secured with a nut and washer. A self-locking rubber seal is mounted in the bearing cap to prevent oil leakage from the gearbox.

The gear for engaging the first gear and reverse gear can move along the splines of the shaft, in addition, the gears of the second, third and fourth gears are freely installed on the shaft, which are in constant engagement with the corresponding gears of the intermediate shaft. All permanent mesh gears are helical. On the gears of the second and fourth gears, conical surfaces and internal gear rims are made for connection with synchronizers.

Reverse gear block axially mounted on two roller bearings with a spacer sleeve. The axle is fixed in the crankcase and is kept from axial movements by a locking plate. The larger diameter ring gear of the gear set is in constant engagement with the countershaft reverse gear.

To enable the second and third, fourth and fifth gears, two synchronizers are installed on the secondary shaft.

Synchronizer serves for shockless gear shifting.

Type - inertial with blocking fingers.

Synchronizer consists of:

- carriages;

- two conical rings;

- three locking fingers;

- three fasteners.

The synchronizer carriage is made of steel 45 and is mounted on the splines of the output shaft of the gearbox. The carriage hub has two outer gear rims for connecting it with the inner gear rims of the engaged gears, freely mounted on the secondary shaft.

The carriage disk has three holes for locking fingers and three for retainers. The inner surface of the holes has a special shape.

The conical rings are made of brass and are connected to each other with three locking pins. Grooves are made on the inner conical surface of the rings to break the oil film and remove oil from the friction surfaces. Locking pins are made of steel 45. The outer surface of the pin has a recess of a special shape.

The clamps are designed to fix the cone rings in the neutral position. In this case, the locking fingers in the holes of the block are located centrally (their locking surfaces do not touch).

Synchronizer work. When the gear is engaged, the carriage moves, and the conical rings move through the crackers. As soon as one of the cone rings comes into contact with the conical surface of the gear, the cone rings will be displaced along the circumference relative to the carriage. This, in turn, will cause the conical surfaces of the fingers to adhere to the conical surfaces of the carriage and no further movement will occur.

Rice. 6. Synchronizer

The force transmitted by the driver through the lever, slider and fork will be used to better contact the tapered surfaces of the cone ring and gear. When the speeds of the drive and driven shafts are equalized, the cracker springs will return the conical rings to their original position, the carriage will move by the driver’s force and the ring gear of the synchronizer carriage will connect to the gear ring of the gear. The transmission will start.

control mechanism mounted in the gearbox cover.

Consists of: a control lever, three sliders, three clamps, a lock, forks, an intermediate lever and a fuse.

The control lever is mounted on a ball bearing in the tide of the cover and is pressed by a spring. Due to the latch and the groove on the ball head, the lever can only move in two planes - longitudinal (along the axis of the car) and transverse. The lower end of the lever moves in the grooves of the fork heads and the intermediate lever. The sliders are located in the holes of the internal tides of the crankcase. Forks are fixed on them, connected to the synchronizer carriages and to the gear 1 transmission.

Fasteners hold the sliders in the neutral or on position. Each retainer is a ball with a spring mounted above the sliders in special slots in the crankcase cover. Special grooves (holes) are made on sliders for retainer balls.

The lock prevents the inclusion of two gears at the same time. It consists of a pin and two pairs of balls located between the sliders in a special horizontal channel of the crankcase cover. When moving a slider, the other two are locked with balls that enter the corresponding grooves on the sliders.

The intermediate lever reduces the stroke of the upper end of the control lever when engaging first gear and reverse gear, as a result of which the lever travel is the same when engaging all gears. The lever is mounted on an axle fixed with a nut in the gearbox cover.

In order to prevent accidental engagement of reverse gears or first gear when the car is moving, a fuse is mounted in the wall of the gearbox cover, consisting of a bushing, a pin with a spring and a stop. To engage first gear or reverse gear, it is necessary to depress the safety spring to the stop, for which some force is applied to the driver control lever.

Gearbox operation. The inclusion of the desired gear is carried out by the control lever. The lever from the neutral position can be set to one of six different positions.

The lower end of the lever at the same time moves the slider of the corresponding gear, for example, the first one. The first gear, moving together with the slider and fork, will engage with the gear of the first gear of the intermediate shaft. The latch will fix the position, and the lock will block the other two sliders. The torque will be transmitted from the primary shaft to the secondary gears of constant meshing and the gears of the first gear of the intermediate and secondary shafts. The change in torque and speed of rotation of the secondary shaft will depend on the ratio of these gears.

When the gears are switched on, the torque will be transmitted by other pairs of gears, the gear ratios will change, and, consequently, the amount of transmitted torque will also change. When reverse gear is engaged, the direction of rotation of the secondary shaft changes, since the torque is transmitted by three pairs of gears.

The device and operation of the gearbox of the KamAZ-4310 car

The car is equipped with a mechanical five-speed, three-shaft, three-way gearbox with a direct 5th gear and a remote mechanical drive.

Gear ratios:

The gearbox consists of:

- crankcase;

- primary shaft;

- secondary shaft;

– an intermediate shaft;

- synchronizers;

- gears with bearings;

– the block of gear wheels of a backing;

– box covers;

- the gear change mechanism.

The clutch housing is attached to the front end of the gearbox housing. Shaft bearings are covered with seals. The cover of the rear bearing of the drive shaft with an internal bore is centered on the outer race of the bearings; the surface of the cover, machined along the outer diameter, is the centering surface for the clutch quarry. Two self-clamping cuffs are inserted into the inner cavity of the lid. The working edges of the cuffs have a right notch. The internal cavity of large diameter is designed to accommodate the oil injection device; special blades at the end of this cavity prevent oil from spinning into the supercharger strips by the oil injection ring, thereby reducing centrifugal forces, and therefore, contribute to an increase in excess oil pressure in the supercharger cavity. In the upper part of the cover there is a hole for supplying oil from the oil reservoir (pocket on the inner wall of the crankcase) of the gearbox to the supercharger cavity.

Oil is poured into the box through the neck located in the right wall of the crankcase. The neck is closed with a plug with a built-in oil dipstick. In the lower part of the crankcase, magnetic plugs are screwed into the bosses. On both sides of the crankcase there are hatches for the installation of power take-offs, closed with covers.

In the internal cavity of the crankcase in the front part of the left wall of the crankcase, an oil accumulator is cast, where, during the rotation of the gears, oil is thrown and through the hole in the front wall of the crankcase, the injection ring enters the cavity of the drive shaft cover onto the oil.

Transmission input shaft made of steel 25KhGM with nitrocarburizing along with the gear wheel. Its front support is a ball bearing located in the crankshaft bore. A ball bearing and an oil injection ring are installed at the rear end of the shaft with an emphasis on the end face of the gear wheel, which is blocked from turning on the shaft by a ball. The free play of the drive shaft is controlled by a set of steel shims installed between the end of the drive shaft and the outer race of the bearing.

intermediate shaft. It is made integral with the rims of the gears of the first, second gears and reverse gear. At the front end of the shaft, the gear wheels of the third and fourth gears and the gear wheel of the intermediate shaft drive are pressed and secured with segment keys.

Rice. 7. Transmission output shaft

output shaft assembled with gears and synchronizers is installed coaxially with the input shaft. A bearing with an attached inner ring is installed at the front end of the shaft. All gears of the shaft are mounted on roller bearings. The gear wheels of the fourth and third gears are axially fixed by a thrust washer with internal splines, which is installed in the shaft recess so that its splines are located against the shaft splines and is locked against turning by a spring-loaded locking key.

A channel is drilled along the axis of the shaft for supplying oil through radial holes to the gear wheel bearings. Oil is supplied to the channel by a pumping device located on the drive shaft.

Switch mechanism gears consists of three rods, three forks, two rod heads, three retainers with balls, a fuse for engaging the first gear and reverse gear and a rod lock. The rod lock and latches are similar to ZIL-131. A lever support with a rod moving in a spherical support is installed on top of the switching mechanism cover. On the right side of the support, a set screw is screwed in, which fixes the lever in the neutral position. In working wear, the bolt must be turned out.

Rice. 8. Gear Shift Mechanism:

1 -Castle; 2-cup fixative; 3 - retainer spring; 4 - lock pin; 5 - retainer ball

Remote control gear box consists of a gear lever, a gear lever support mounted on the front end of the engine cylinder block, front and intermediate control rods that move in spherical ceramic-metal bushings sealed with rubber rings and compressed by a spring. The spherical supports of the front link are located in the bore of the gear lever support bracket and in the flywheel housing. The intermediate link support is mounted on the clutch housing. An adjusting flange is threaded onto the rear end of the intermediate link and secured with two coupling bolts.

Synchronizers similar to the synchronizers of the ZIL-131 gearbox. They consist of two tapered rings, rigidly interconnected by blocking fingers, and a carriage that moves along the splines of the driven shaft. The fingers in the middle part have conical surfaces that are blocking. The holes in the carriage disk through which the locking fingers pass also have chamfered locking surfaces on both sides of the hole. Taper rings are not rigidly connected to the carriage. They are connected to it with the help of clamps, pressed by springs into the grooves of the fingers. When moving the carriage with a fork, the switching mechanism, the conical ring, moving together with the carriage, is brought to the cone of the gear wheel. Due to the difference in the frequencies of rotation of the carriage, with the driven shaft, and the gear wheel, the cone ring is shifted relative to the carriage until the blocking surfaces of the fingers come into contact with the blocking surfaces of the carriage, which prevent further axial movement of the carriage. The alignment of the rotational frequencies when the gear is engaged is ensured by friction between the conical surfaces of the synchronizer ring and the gear being engaged. Once the speeds of the carriage and the wheel are equal, the blocking surfaces will not interfere with the progress of the carriage, and the gear is engaged without noise and shock.

Transfer case designed to distribute torque between drive axles.

The ZIL-131 transfer box is fastened with four bolts through the pillows to the longitudinal beams, which are also attached to the brackets of the transverse frame through rubber pillows. Thus, the box is elastically suspended from the vehicle frame.

Type: mechanical, two-stage, with electro-pneumatic engagement of the front axle. The capacity of the box is 3.3 liters. All-weather transmission oil Tap - 15V is used.

Gear ratios:

first gear (lowest) - 2.08

second gear (highest) - 1.0

The distribution box consists of:

- crankcase;

- primary shaft;

- secondary shaft;

- front axle drive shaft;

- gears;

- governing bodies.

Carter. It is the base part, inside which shafts with gears are installed. Cast from gray cast iron SCh-15-32.

He has:

- cover;

- cylindrical holes for installing shaft bearings;

- a hatch for attaching the power take-off box, closed by a lid, in which a breather with an oil deflector is installed;

- control fill hole;

- a drain hole in the plug of which a magnet is placed that attracts metal particles that have fallen into the oil.

primary shaft. It is the leading element of the transfer case. Made from 40X steel. At the front end of the shaft, splines are cut for mounting the flange. At the rear splined end of the shaft, a carriage for engaging the highest (direct) gear is installed. In the middle part of the shaft, a leading helical gear is installed on a key. The input shaft is mounted in two bearings. Front bearing - ball, rigidly fixes the shaft in the crankcase wall from axial displacement. The bearing is closed with a cover, in which a self-clamping rubber seal is installed, which runs along the surface of the flange hub.

Rice. 9. Transfer box ZIL-131

secondary shaft. It is the driven shaft of the RK. Made of steel 25KhGT. The shaft is installed in the tide of the rear cover on two bearings:

- front bearing - roller, cylindrical;

- rear - ball, holding the shaft from axial movement.

The outer end of the shaft is splined. It has a flange to which the parking brake drum is attached. In the middle part of the shaft, a five-start speedometer drive worm is installed on a key. The shaft is sealed with a rubber self-clamping gland.

Front axle drive shaft. Made of steel 25 HGT, together with a ring gear to engage the front axle. The shaft is mounted on two bearings. Front - ball; rear - roller. Inner cage rear