Hello dear friends! Many of you are going to install a tow bar on your car to increase its ability to carry cargo. Therefore, I recommend that you first find out what it is coupling head And what is a hitch. Two concepts about which there are many disputes, discussions and conversations.

I will try to tell you in detail about each device and help you in choosing.

Coupling devices

To be more precise, traction-coupling. Do not forget about the seat-coupling mechanisms, which are also used for towing cargo. Only they are relevant for tractors, that is, large trucks for transporting containers and other trailers. There are also trailers for a walk-behind tractor, which is also relevant for owners of summer cottages. But let's move on to the main topic of conversation.

We are also interested in the traction-coupling version of the device (TSU). We use them for cars. But what kind of abracadabra is this? Under this intricate name hides the towbar familiar to you. Yes, it is correct to call it a towing device, although in fact everyone is used to the simple concept of a towbar.

The following TSUs are popular:

• Bosal;
• Leader Plus;
• Trailer;
• Thule etc.

When planning to buy them and install your own car with your own hands, I would recommend choosing high-quality products that will last more than one season.

TSU are used for coupling with different types trailers. With their help, we carry several sacks of potatoes from the dacha, independently transport building materials and use them for various other tasks, saving money on the services of carriers. I put it on my Renault Duster or Niva, and you don’t know the problems. At the same time, it is not necessary to dirty the interior or trunk.

But TSU are different. Some are designed for a load capacity of 3500 kg of the trailer to be installed (this, by the way, maximum load for passenger cars), while for others it is a couple of times lower. This parameter imposes restrictions on the weight that the element can support.

Structurally, the TSU consists of two elements:

• crossbars;
• ball joint (fixed on the beam).

There are three varieties of this device, each of which has its own characteristics and functions:

• welded;
• removable;
• flanged.

Let's see who is who. Welded tow bars have high reliability indicators, but you cannot disconnect them. That is, the towbar will be constantly present on the car. It used to be relevant and common. But now there are alternative solutions in the form of removable and flanged towbars.

Removable are easily removed as needed. Although this is clear from the name. But they cost more than welded ones. In terms of reliability and strength, when choosing a quality product, there are no complaints about removable mechanisms.

Flanged coupling devices are mounted on a special, pre-prepared site. This must be considered before installation. Although I would call them the optimal solution in the conditions of modern automotive world and what is happening on the roads. But the choice is yours anyway.

The price for them is different, as well as quality, reliability, durability. Buy only certified devices. They are manufactured according to the current official standards, which guarantees conformity with the selected trailer and coupling head.

This is how we smoothly move on to the topic of coupling heads. And you didn't notice.

Coupling heads

It is logical that the hitch and coupling heads are somehow connected with each other. But how?

Imagine that you have a new or old towbar of a welded or removable type. This hitch needs to be connected to your trailer. But you won't just hook up and go. Nothing good will come of such a trip. History clearly showed this when the first prototypes of towbars and car trailers appeared.

This entailed the creation of a locking coupling device, that is, coupling heads. They serve to ensure a safe and secure connection between the towbar and the trailer. The lock is located on the trailer itself (on the drawbar).

Among the popular SG (coupling heads), I would include:

• Alko Knott;
• Choyo;
• winterhoff.

But before buying them, we will study the key features of the devices.

A modern locking device for trailers or just a lock consists of three components:

• detachable coupling mechanism;
• depreciation system;
• fasteners.

The first element serves directly for the connection between the towbar and the trailer for the car. If the ball diameter is 50 mm or you have a diameter of 60 mm, then the dimensions of the coupling head must be appropriate.

Coupling heads are produced in different shapes, so they can easily be connected to profile and round pipes, ideally lying under the ball. They differ in diameter and cross section. That is, it will not be difficult to select a SG for a pipe with a cross section of 60 × 60 mm. Everything is standardized, and therefore strictly corresponds to each other.

Depreciation elements are present here necessarily to dampen the forces acting on the car during sudden braking and jerking. If there is no shock-absorbing device, there is a high probability of an early breakdown of the entire trailer and at the same time the towbar (hitch, you remember) installed on the machine.

The role of fasteners is extremely clear, since they are responsible for the simplicity and reliability of the connection. Heads differ among themselves depending on what trailer they are intended for. For example, for trailers for passenger cars, they are developed for smaller loads, for trucks, the calculation is made for heavier structures.

If you bought a light trailer for a large SUV, it will probably be too low. This is explained different height installation of a towbar on a passenger car and a jeep. But a spacer will help you here. With its help, the height is adjusted and the optimal ratio of levels between the towbar and the coupling head is achieved.

You can purchase coupling heads from us. They cost about 1 thousand rubles. The range is large, which will allow you to choose the best model for your car. If necessary, we will help you make the right choice by answering your questions.

Features of production and operation

Be aware that a large load behind the machine is a potential hazard. Especially for this, modern trailers are provided with an overrun brake. When you brake, the trailer's entire mass begins to put pressure on the car, pushing it. It's like in a minibus, when the driver slows down sharply, you seem to hold on evenly, but another person falls on you from behind. There is nothing pleasant and safe here.

Therefore, when transporting a large amount of cargo on tractors or even cars, Availability inertia brake on the trailer will help you. How it works? When braking, the inertial force acts on the trailer, which rolls onto the car itself. This force is proportional to the deceleration. The force acts on the hitch head, pushing it down and transferring force to your trailer's brakes. For this, a system of hydraulic or mechanical brakes. This reduces the risk of trailer skidding, improves braking efficiency and safety while maintaining road stability.

As part of the production of trailers, they are checked on special stands using a loader and auxiliary mechanisms. Without it, the design cannot be allowed for sale.

Actively exploiting the towbar and the trailer itself with a coupling head, it is strongly recommended to always have a repair kit on hand. It can come in handy on the road, going on a long journey. Who knows, maybe you are going to your parents in the village to harvest potatoes at your dacha to finish building a bathhouse, simultaneously loading a ton of wood into the trailer.

A towbar is a towing device (TSU) that allows you to attach a trailer to the car for transporting goods, transporting snowmobiles, boats, ATVs.

Towbar design

Devices can differ in the principle of attachment to the vehicle and load capacity. It consists of a mounting platform and a hook with a ball. The ball diameter is always 50 mm. Fastening occurs as follows: the clamping device on the trailer is put on the ball and fastened with a special constipation.

Types of towbars by type of attachment

According to the type of fastening, TSUs are divided into three types:

• removable;
• conditionally removable;
• stationary (non-removable).

The species names speak for themselves. The detachable design is attached to the platform using a snap-in mechanism and implies the ability to install or remove the mount with the ball at any time.

Conditionally removable mechanisms can also be attached and detached from the platform. But for this, bolts and keys for them are used. That is, it will take a little more time and effort to manipulate this type of ball.

In stationary versions, the hook is attached to the platform by welding and can no longer be removed.

When installing traction device it may be necessary to remove the bumper during installation and even a cutout in the bumper. It depends on the design features machine and towbar and is necessary for the hook to take the desired position. If the work is done in accordance with the instructions, then such a cutout will not affect the appearance of the car.

Types of towbars by load

The main criterion for the safe use of TSU is compliance with the maximum permissible load trailer. According to the type of traction force, all towbars are divided into three classes:

1. Small. Designed to carry a maximum of 1.5 tons.
2. Medium. Suitable for crossovers and SUVs middle class. It allows you to carry cargo up to 2.5 tons.
3. Large. This is already a device for frame SUVs and minivans. It will allow you to load the trailer up to 3.5 tons.

Towbar with electrics

When installing the tow hitch, it is also necessary to connect an electrician to it so that the driver can duplicate the brake lights, dimensions and turn signals on the trailer. This can be done directly from the taillight wires or using a matching unit, the so-called Smart-connect.

An electrician with a matching unit is universal and suitable for all models of modern cars.

In road trains, for the articulated connection of the tractor and trailer and the possibility of their quick coupling and uncoupling, as well as the transfer of vertical and longitudinal loads, towing devices of various designs are used.

A significant number of manufacturing companies are engaged in the release of towing devices (TSU), among which the most famous Jost, Rockinger (since 2001 part of Jost. - Note. ed.), Ringfeder (part of VBG since 1997 – Ed.), Helmut Buer GmbH & Co. KG (Germany), Georg Fisher (Switzerland), Coder Ture (France), V. Orlandi (Italy), VBG (Sweden), York (Great Britain), Fontaine Truck Equipment, SAF-Holland, Utility Trailer (USA), etc. Russian manufacturers should also be added to this list.

Drawbars are designed to transfer large longitudinal and small vertical forces, which should not exceed 10 ... 15 kN. This is their main functional feature. Such mechanisms must be highly reliable, provide appropriate folding angles of the road train, the possibility of quick and safe coupling and uncoupling, and damping of dynamic loads during the movement of the road train. Fundamentally, the tow hitch consists of detachable-coupling and shock-absorbing mechanisms, as well as fastening elements. It is clear that the design of traction coupling devices significantly affects such important operational qualities of a road train as controllability, directional stability, maneuverability, smooth running, cross-country ability, reliability and safety.

According to the type of detachable coupling mechanism, the hitch is divided into three main types: hook (pair of hook-loop), fork or pivot (pair of kingpin-loop) and ball (pair of ball-hemisphere). Other varieties of significant distribution in commercial vehicles have not been found, and therefore are not considered.

TSU ball type

Tow hitches of the ball-hemisphere (ball-loop) type are often, although somewhat erroneously, called towbars. They serve to tow vehicle caravans and light trailers with a gross weight of up to 3.5 tons. Structurally, such mechanisms are made in the form of single-axle trailers or trailers with a double or three-axle centrally located bogie. Usually they act as tractors cars, pickups, minibuses and light trucks. All requirements for this type of TSU are set out in the ISO 1103 standard and the corresponding domestic GOST 28248-89, GOST 30600-97 and OST 37.001.096-84.

A coupling ball is installed on the tractor vehicle (GOST 28248 provides for a single ball diameter of 50 mm), and a mating coupling head (sphere) is mounted on the drawbar of the towed trailer. An important point for the entire design of the TSU is its fastening to such elements of the body or frame of the tractor that can withstand the required number of loading cycles by periodic loads and ultimate static loads. Therefore, sufficient load bearing capacity TSU is determined the right choice its structural dimensions, i.e., the correspondence of the strength of the device to the loads acting on it during operation. TSU ball type according to the requirements of the standards must be tested for fatigue strength of the structure. In addition to the mechanical connection, the towing device provides an electrical connection between the electrical equipment of the traction vehicle and the equipment of the towed trailer.

Towed trailers are divided into light and heavy - the maximum permitted weight, respectively, is not more than 750 and more than 750 kg. By the type of ball and fastening, the ball-type hitch hitch differs in versions - A, B, C, F, G, H and N. Small-tonnage "Sables", "GAZelles" and "Bulls" in most cases are equipped with a hitch of type F with a load capacity of up to 2 tons, equipped with a forged ball with two mounting holes.

Hook hitch

In our country, hook-and-loop devices are most widely used due to far from optimal road conditions. Such DHs are characterized by simple design, ease of manufacture, relatively low weight and large flex angles. The latter circumstance makes them indispensable for the movement of road trains in difficult road conditions and on terrain with a variety of terrain. The described design implies the presence of large gaps (up to 10 mm) in the hook-and-loop connection to facilitate hitching and uncoupling. These gaps lead to an increase in dynamic loads and intensive wear of the device parts (mating pair), and also cause the hitch (hook and drawbar loop) to fail. The design of hook devices provides, as a rule, manual coupling-uncoupling of the links of the road train.

The standard size of the hook hitch is selected depending on gross weight trailer. The main parameters are regulated by international standards ISO 1102, ISO 3584 and ISO 8755 or national regulations. Hook-and-loop devices are produced for the internal diameter of the loop 76, 85 and 95 mm. The diameter of the loop bar of the first size is 42 mm, the other two - 50 mm each. The coupling of tractors and trailers equipped with towing devices of various dimensions is ensured by replacing the corresponding elements of these mechanisms or by installing transitional devices. The weight of the hook-type hitch usually does not exceed 30 kg.

In practice, the “hook-loop” device allows the coupling loop to be rotated around the horizontal longitudinal axis of the hook by 360°, rotated in the vertical plane by ±45°, and rotated in the horizontal plane by ±90°. There are manual and semi-automatic designs of hook hitches. The latter are less common due to their great complexity and increased mass.

In Russia, GOST 2349-75 is in force. Depending on the standard size of the tow hitch, the installation height above the supporting surface and connecting dimensions. For hook hitches sizes 0 to 3 geometric parameters the mating surfaces of the mouth of the hook and loop are the same (the diameter of the loop bar is 42 mm). Size 4 provides for the use of a hinge made of a bar with a diameter of 45 mm. According to the domestic standard, hook devices must provide flexibility angles relative to the transverse axis passing through the mouth of the hook, not less than ±40°, relative to the vertical axis ±55° (for general transport vehicles with high cross-country use, not less than ±62°) and longitudinal axis ±15°. The hook must rotate freely around its longitudinal axis, and at the request of the consumer, it can be equipped with locking devices that allow it to be fixed when the trailer is uncoupled. The design of the lock must exclude the possibility of self-uncoupling of the road train while driving, and also have at least two safety mechanisms that operate independently of each other, and at least one of them must not be under the influence of forces that appear during the movement of the vehicle.

For the first four categories of standard sizes, one throat size is adopted, equal to 48 mm, the jaw size is 74 mm, which allows using a wide range of tractors and trailers when completing road trains. In the fifth group, the opening size is 52 mm, while the jaw geometry remains the same.

The standard hook-type coupling, equipped with double-sided damping, consists of a towing hook mounted on the tractor and a rigid drawbar with a drawbar connected to the trailer. The towing hook is usually mounted on the drawbeam, but on some vehicles it can perform its function just as effectively when located on front bumper(cross member) of the frame or on the rear cross member of a trailer (semi-trailer) for towing a second trailer. The "hook-loop" system consists of the hook itself, a cap latch, a safety lock with a locking cotter pin. The presence of a safety lock and cotter pin prevent spontaneous uncoupling of the road train during movement. A nut is screwed on the front end of the hook shaft installed in the sleeve, which, together with the sleeve, ensures the correct longitudinal movement of the hook. Inside the case, a rubber elastic element in the form of a hyperboloid is inserted, crimped by washers. When compressed, it changes shape in such a way that it fills the space in the case. In other designs of traction hooks, ring, helical cylindrical or conical springs are used as elastic elements.

During operation, the nut cannot be used to adjust the axial movement of the hook, since its screwing-in and folding leads to an increase in the axial movement of the hook. When shrinkage of the rubber buffer occurs, additional ring gaskets are installed between the flanges and the rubber buffer. The use of a trailer coupling eye with a smaller section increases wear and reduces the service life of the tow hitch, as well as the rear cross member of the vehicle frame.

Despite the inherent shortcomings of hook-and-loop hitches, all leading manufacturers of such products continue to improve and produce them. Hook devices are distinguished by a wide variety of designs of both the hook itself and the lock. To implement backlash-free coupling, a number of companies have developed special hook-and-loop designs in which the gap can be selected automatically using conical rollers (Coder Ture) or using springs or pneumatic devices according to the “backlash-free hook” or “backlash-free loop” principle (Utility Trailer). Similar systems for hook hitches are produced by V. Orlandi and SAF-Holland. They are equipped with a pneumatic drive that automatically selects the gap in the lock of the device. As a power element, a pneumatic chamber with a movable rod is used, mounted on the rear side of the rear cross member of the frame. Nevertheless, backlash-free couplings have not found wide application due to the significant complication of design and maintenance, as well as an increase in their own weight (up to 60 kg).

The frame is the supporting system of the car. It perceives all the loads that occur when the car is moving, and serves as the basis on which the engine, transmission units, control mechanisms, additional and special equipment, as well as the cab, body or load-carrying capacity (tank) are mounted.

Everything trucks have a frame. Depending on the design frames (Fig. 18.1) are divided into spar (ladder) and central (spine). The most widespread in the automotive industry are the first of them. a)

Fig. 18.1. Car frames:

a-spar; b-central

A stamped, riveted frame is installed on the KAMAZ-43Yu vehicle, consisting of two spars of variable section connected by five crossbars, the spars in the section are of the channel type.

At the front ends of the spars, brackets are installed, to which towing forks with pins are bolted.

The front buffer is removable, bolted to the towing forks.

Two buffers are installed on the rear cross member of the frame

In addition, a towing device is attached to the rear cross member.

The vehicle's towing device consists of a hook 2 (Fig. 18.2), the shank of which passes through a hole in the rear cross member of the frame, which has an additional reinforcement. The hook shank is inserted into a massive cylindrical body 15, closed on one side by a protective cap, and on the other side by a cover 16 of the body.

ai Fig. 18.2. Drawbar hitch:

1-oiler; 2-hook with a dirt deflector and a rod; 3-axis latch hook; 4-pawl latches; 5-axis pawl; 6 latch; 7-nut; 8-chain cotter pin lock; 9-elastic element; 10-hook nut; 11-pin; 12-protective casing; 13 and 14 flanges; 15-case; 16-case cover

Rubber elastic element (buffer) 9, softening shock loads when starting a car with a trailer from a stop and when driving on uneven roads, is located between two flanges 13 and 14, with the help of which the necessary preload of this buffer is created.

On the axle 3 passing through the hook, a latch is installed, locked by the pawl 4, which prevents the bottom of the trailer from disengaging from the hook.

In the event of an axial movement of the hook after a long operation of the vehicle, it is necessary to disassemble the towing device and, if necessary, straighten flanges 13 and 14 and replace worn parts.

On the ZIL-131 car, the design of the frame and the towing device does not have fundamental differences from the KAMAZ^SHO frame. Mudguards are installed at the front of the frame to protect engine compartment from the ingress of dirt. Tow hooks are installed at the front ends of the spars. The forward buffer is supplied with a folding footboard. When towing trailers, the rear buffers must be removed by installing the rear cross member mounting bolts in their original places. On the rear cross member of the frame there are eye bolts for attaching the trailer's emergency chains.

Hydraulic shock absorbers. When the car is moving, as a result of deformation of the springs, transverse vibrations of the frame occur, which are damped by shock absorbers. Due to the increased requirements for smooth running, shock absorbers have become one of the main elements of the suspension of modern cars. For the military automotive technology this indicator is important from the point of view of the possibility of installing weapons and military equipment on vehicles that require increased smoothness.

On automobiles, hydraulic shock absorbers are most widely used, which use the resistance (internal friction) of a relatively viscous fluid passing through calibrated holes of small diameters and limited sections in the valves. The full cycle of frame vibrations relative to the axle and wheels includes two periods:

- the course of compression of the spring, when the sprung part (frame with platform) approaches the unsprung part (bridges and wheels);

rebound stroke of the spring when the sprung part moves away from the unsprung part

Rice. 19.3. Scheme of operation of the brake drive of the car and

trailer:

1-in the braked state; And-in the inhibited state 1-compressor; 2-combined brake valve; 3-uncoupling crane of the car; 4-connecting head; 5-uncoupling trailer crane; 6-air distributor trailer; 7-air cylinders of the trailer; 9-torque chambers; 10-car air balloon

The block and head are cooled by liquid from the engine cooling system. The liquid in the compressor cooling system is supplied from the water jacket of the engine inlet pipeline and drained from the head into the suction cavity of the water pump.

Shutting off the air supply by the compressor to the pneumatic system is carried out as follows. When the air pressure in the pneumatic system reaches 0.73-0.77 MPa, the pressure regulator supplies compressed air through channel "A" in the cylinder block under the plungers 26 of the unloader, which, rising, open the inlet valves 21 of the two cylinders, thereby stopping the air supply into the pneumatic system, since air is free to move from cylinder to cylinder.

When the air pressure drops to 0.60-0.64 MPa, the regulator stops supplying compressed air under the plungers of the unloader. The air from under the plunger is released into the atmosphere; the plungers under the action of the rocker spring are lowered, releasing the inlet valves, and the compressor again begins to pump air into the pneumatic system

Fig.19.4. Air compressor:

1-lower crankcase cover; 2-front cover; 3-pulley; 4-crankshaft oil seal; 5-carter; 6-cylinder block; 7-rod; 8-piston with rings; 9-piston pin with circlips; 10-block head; 11-discharge valve plug; 12-spring of the discharge valve; 13-discharge valve; 14-discharge valve seat; 15-rear bearing crankshaft; 16-spring seal; 17-rear crankcase cover; 18-seal; 19-crankshaft; 20-adjusting bolt; 21-inlet valve; 22-inlet valve guide; 23-inlet valve stem; 24-directing rocker spring; 25-rocker; 26 plunger; 27-sealing rings; 28-inlet valve stem socket; 29-springs-on intake valve

Oil is supplied to the rubbing surfaces of the compressor through pipes from oil line engine to the rear cover of the crankcase of the compressor and through the seal through the channels of the crankshaft to the connecting rod bearings. Main ball bearings, piston pins and cylinder walls are splash lubricated.

Pressure regulator (Fig. 19.5, a.) mounted on the compressor cylinder block. To increase the reliability of the pressure regulator, it is equipped with two filters: one filter is installed at the place where air enters from the pneumatic system, the other is located at the place where air enters the regulator from the compressor unloader. The pressure regulator automatically maintains the required pressure of compressed air in the system by letting air into and out of the compressor unloader

Fig. 19.5. Pressure regulator (a) and safety valve (b):

1-casing; 2-spring; 3-adjusting cap nut; 4-rod; 5-fitting; 6- strainer; 7-metal filter; 8-regulator body; 9-cork; 10-inlet valve; 11 outlet valve; 12-lock nut; 13-centering balls; 14-seat; 15-case; 16-ball; 17-spring; 18-locknut; 19-adjusting screw; 20-rod

When a pressure of 0.73-0.77 MPa is reached, the regulator turns off the air supply, and at a pressure of 0.60-0.64 MPa it turns it on again. In the body 8 of the regulator, under the casing 1, there is a fitting 5, inlet 10 and outlet 11 ball valves loaded through the rod 4 by spring 2, and centering balls 13. ceramic-metal filter 7, pressed with a plug 9 at the place where air enters the regulator from the pneumatic system.

At a system pressure of 0.73-0.77 MPa, compressed air, overcoming the resistance of spring 2, opens inlet valve 10 and enters the compressor unloader. In the unloader (Fig. 19.4), compressed air presses on plunger 26, which opens the inlet valve 21. In this case, as noted above, the compressor pumps air from one cylinder to another, i.e., it idles.

When the pressure drops to 0.60-0.64 MPa, the inlet valve 10 (Fig. 19.5, a) closes and the outlet valve 11, having dropped down, under the action of spring 2, communicates the compressor unloader with the atmosphere. The inlet valves of the unloader close and the compressor begins to pump air into the pneumatic system.

Safety valve(Fig. 19.5,6) serves to protect pneumatic system against excessive pressure increase in the event of a pressure regulator malfunction. A seat 14 is screwed into its body 15, into which the ball 16 rests, pressed against the seat by the rod 20 under the action of the spring 17. To adjust the valve to a given pressure, a screw 19 with a lock nut 18 is installed.

The valve is installed on the right air cylinder and adjusted to the air pressure in the system equal to 0.90-0.95 MPa. At this pressure, the ball 16, overcoming the resistance of the spring 17, opens the air outlet to the atmosphere (through an opening in the side wall of the housing).

Air cylinders (reservoirs) 17 fig. 18.11 are used to store the supply of compressed air coming from the compressor. They have taps for draining water and oil condensate and a safety valve

The winch is designed for self-pulling and pulling up the car
mobiles and trailers through difficult areas.

On a KamAZ-43101 car, the winch is installed on two crossbars and two brackets at the rear of the vehicle frame, consists of a worm gear 10 (Fig. 8.12) of a drum 11 with a cable 7 and a cable layer 8.

1.2. The gearbox (Fig. 8.13) consists of a globoidal pair with a gear
number 31. The worm wheel 14 is riveted to the hub, which is movable
clutch 3 is connected to the shaft 10 of the drum. The drum is planted on the shaft through the slot
end sleeve 1 and keys 2.

An automatic brake mechanism is installed on the gearbox worm, designed to additional braking worm shaft of the gearbox when the clutch is disengaged, as well as when the safety bolt of the cardan shaft yoke is sheared in case of overloads. The brake drum 40 is mounted on the end of the worm shaft. Braking of the drum is carried out by the tape 8 of the brake mechanism with friction linings. One end of the tape is rigidly fixed with nuts 7 in the cover 38 of the front bearing, and the other is movably in the hole of the same cover through the spring 4, which tightens the tape in the direction opposite to the rotation of the worm shaft 34 when winding the winch cable on the drum. The tape, carried away by the friction force, compresses the spring, which leads to a weakening of the pressure on the brake drum. With the reverse rotation of the worm shaft, under the action of the friction force, the tape self-tightens, which causes the drum to brake and prevents its rotation due to the rigid fastening of the second end of the brake tape. At a low speed of the worm shaft, the braking force generated by the automatic brake mechanism is insignificant and does not prevent the cable from unwinding. The tension of the brake band is adjusted by tightening the spring. When tightening the nut 7, the braking torque increases.

1.3. The winch is driven by three cardan shafts 8-10 (Fig. 8.12) from a single-stage power take-off mounted on the transfer case. A shearable safety bolt is installed on the rear propeller shaft to protect parts from overload; front

Rice. 8.12. swan car KAMAZ-43101:

1 - front guide rollers; 2 - first and second support rollers; 3 - wedge; 4 - bracket clip back of the cable; 5 - the third support roller; 6 - rear roller guides; 7 - cable; 8 - cable slinger; 9 - driven sprocket; 10 - gearbox; 11 - winch drum; 12 - rear cardan shaft; 13 - intermediate cardan shaft; 14 - front propeller shaft; 15 - lever to turn off the drum shaft; 16 - cover; 17- hook; 18 - wedge

the cardan shaft has a movable spline connection, which provides compensation for mounting inaccuracies. The intermediate cardan shaft is mounted on two supports of the same design.

The cable laying machine (Fig. 8.15) provides a uniform and tight laying of the cable on the drum. The body 2 of the cable layer performs reciprocating motion along the lead screw 13, laying the cable on the drum. Pipe 15, rigidly connected to the body, and the roller are guides. The lead screw with left and right threads, mounted on a bearing 9 in the drive housing 10 and two supports inside the pipe, is driven by a chain drive from the drum shaft through the driven and drive sprockets 7. The cable is fixed on the winch drum and passes between two rollers 1 installed on axes 5. The course of the body is coordinated with the rotation of the drum so that for each revolution of the drum the body of the cable layer moves a distance equal to one step of the cable coil.

The winch cable (Fig. 8.12) is fixed on the hook 17 with a wedge 18. This allows you to remove the hook by knocking out the wedge and extend the cable back. A wedge 3 is installed on the right side member of the frame, which serves to secure the cable when
pulling the car back using the block.

The winch drive is controlled remotely, electro-pneumatically, by switch 12 (Fig. 1.5) installed in the cab.

The winch drum shaft is disconnected from the gear mechanism by turning the shutdown lever 14 (Fig. 8.12), while the shutdown clutch disengages from the gear worm wheel.

To turn on the KamAZ-4310 winch, you need to depress the clutch pedal, set the switch transfer box to the neutral position, and the winch switch to the ".On" position and release the clutch pedal. To wind the cable on the drum, engage first gear in the gearbox. In case of forced unwinding of the cable, reverse gear must be engaged

The system of URAL-4320 and KamAZ-4310 vehicles (Fig. 8.18, 8.19) consists of a compressor, a pressure control valve 3 (on KamAZ with restrictor valves), an interballoon reducer (URAL-4320), air shut-off valves, an air supply gland block in the casing axle shaft, pipelines and air tank.

Rice. 8.18. URAL-4320 centralized tire pressure control system:

Let's figure it out, what is a towbar and why is it needed?

Or, as it is also called according to GOST, a towing device (TSU), designed for towing small caravans and light trailers. Maximum weight trailer structures which the turnbuckle maintains - 3500 kg. Towbars at the manufacturer's factories undergo full tests and mandatory certification. All drawbars are attached to the rear, bottom car body. The delivery set of all goods is supplied with assembly and fasteners. Many manufacturers also complete the sale of the towbar with a wiring kit. The traction coupling device (TSU) consists of a "Body" and a hook. " Body"Usually attached to the side members of the car. Great importance is also paid to the quality of painting the towbar for foreign cars, because due to weather conditions and road reagents, over time, poor-quality painting will provoke rust and damage. appearance TSU. Poorly painted towing devices have to be tinted about once or twice a season, which creates additional inconvenience, so it’s better to buy a high-quality towbar for a foreign car from the very beginning. Hooks on traction coupling devices are welded and removable. The price, your safety, the safety of loved ones and the safety of others depend on the quality of the manufacture of the towbar.

Buy a towbar in the Mnogofarkopov online store

Here you can order or buy and install a towbar in Moscow at an affordable price original and non-original for all cars in the world. Mnogofarkopov sells towbars for foreign cars for all popular and unpopular car models. Here you can compare your favorite models and understand what their differences are. The main difference between towbars from different manufacturers for the same model is:

• price;
• hook type;
• trailer gross weight.

When choosing a towing device, special attention should be paid to these characteristics. Since overpaying for a removable hook, and the cost of a towbar with a removable hook differs upwards from the cost of a tow hitch (Hitch) with a welded one, it does not make sense if you plan to use it all year round. If the use and installation of the towbar is temporary or several times a year, then it makes sense to look at the option with a removable hook. You should also decide on the approximate weight that you want to transport in order to secure transportation and simply not pull out the installed towbar due to overload. All products presented on Mnogofarkopov have manufacturer's certificates and meet all requirements safe operation. We provide the best prices to order towbars all over Russia - try it and see for yourself. Didn't find the towbar model you need? Call our specialists or write us an e-mail. We will pick up any model of towbar for you! Our sale of towbars will be needed by many sooner or later, so we recommend that you be puzzled by the purchase and installation in advance. Also, if you are looking for crankcase protection, then our specialists are happy to help you.