Produced by the Likhachev Moscow Automobile Plant since 1986. The body is an army-type wooden platform with a folding tailgate, folding benches for 16 seats are mounted in the grilles of the side walls, there is an average removable bench for 8 seats, installation of arches and an awning is provided. Cabin - triple, located behind the engine, the driver's seat - adjustable in length, height, inclination of the pillow and backrest.
The main trailer SMZ-8325 (army).
Vehicle modification:
- ZIL-131NA - a car with unshielded and unsealed electrical equipment;- ZIL-131NS and ZIL-131NAS - HL version for cold climate (up to minus 60°C).
On request, ZIL-131N vehicles can be produced in the form of a chassis without a platform for mounting various bodies and installations.
From 1966 to 1986 the ZIL-131 car was produced.
Engine.
Mod.ZIL-5081. For basic data, see car ZIL-431410. To heat the engine, a P-16B heater with a heat output of 15600 kcal / h is installed on the car.Transmission.
Clutch - sealed, single-disk, with peripheral springs and damper, drive - mechanical. Gearbox - data see ZIL-431410 car, additionally equipped with a ventilation system to overcome the ford. Transfer case - Two-stage, with a front axle clutch, transmitted. numbers: I-2.08; II-1.0. Gear shifting - lever; drive of inclusion of the forward bridge - electropneumatic. Power take-off from transfer box- UP TO 44 kW (60 hp). The driveline consists of four cardan shafts: gearbox - transfer case, transfer case - front axle, transfer case - middle axle, middle axle - rear axle. The main gear of the drive axles is double with a pair of bevel gears with spiral teeth and a pair of spur gears with oblique teeth. The gear ratio is 7.339. Front axle - with constant velocity joints.Wheels and tires.
Wheels - disc, rim 228G-508, fastening - on 8 studs. Tires - with adjustable pressure 12.00 - 20 (320 - 508) mod. M-93 or 12.00R20 (320R508) mod. KI-113. Air pressure in tires with a mass of the transported cargo of 3750 kg: nominal - 3 kgf / cm. sq., minimum - 0.5 kgf / cm. sq.; with a mass of the transported cargo of 5000 kg - 4.2 kgf / cm. sq.Suspension.
dependent; front - on two semi-elliptical springs with rear sliding ends and shock absorbers; rear - balancing on two semi-elliptical springs with six jet rods, the ends of the springs are sliding.Brakes.
working brake system- with drum mechanisms, (diameter 420 mm, lining width 100 mm, unclamping - cam), single-circuit (without separation along the axes) pneumatic drive, parking and spare drum brakes are installed on the secondary row of the transfer case. The drive is mechanical. The trailer brake drive is single-wire.Steering.
The steering gear is a screw with a ball nut and a piston-rack, meshing with the gear sector of the bipod shaft, with a built-in hydraulic booster, transmitted. number 20, oil pressure in the amplifier 65-75 kgf / cm.Electrical equipment.
Voltage 12 V, acc. battery - 6ST-90EM, generator - G287-B with voltage regulator RR132-A, starter - ST2-A, ignition system - "Iskra", shielded, non-contact transistor.Winch.
Drum type, with worm gear, drive - cardan shaft from the power take-off mounted on the gearbox, Maximum tractive effort - 5000 kgf, working length of the cable - 65 m. Fuel tanks 2x 170 l, gasoline A-76;cooling system - 29l;
engine lubrication system - 9l, all-weather up to minus 30°С - oils M-6/10V (DV-ASZp-YuV) and M-8V, at temperatures below minus 30°С oil ASZp-6 (M-4/6V);
power steering - 3.2 l, all-weather grade R oil;
gearbox (without power take-off) - 5.1 l, all-weather oil TSp-15K, at temperatures below minus 30 ° C oil TSp-10;
transfer case - 3.3 l, see gearbox oils;
final drive axle housings 3x5.0 l, see gearbox oils;
winch gearbox housing - 2.4 l, see gearbox oils;
shock absorbers - 2x0.45 l, liquid AZH-12T.
Mass of aggregates
(in kg):Power unit assembly - 650;
gearbox - 100;
transfer box - 115;
drive axles: front - 480, middle and rear - 430 each;
frame with buffers and towing device - 460;
springs: front - 54, rear - 63;
wheel complete with tire - 135;
winch with cable - 175;
cabin - 290;
plumage (facing, wings, mudguards, steps) - 110;
platform (without arcs and awning) - 720.
SPECIFICATIONS
The figures below are for a vehicle with a GVW of 10,185 kg and a road train with a trailer with a GVW of 4,150 kg.
| Max, vehicle speed | 85 km/h. |
|---|---|
| The same, road trains | 75 km/h |
| Vehicle acceleration time up to 60 km/h | 50 s. |
| The same, road trains | 80 s. |
| Vehicle run-out from 50 km/h | 450 m |
| Max. climbable vehicle | 60 % |
| Same, road train | 36 % |
| Braking distance of a car from 50 km/h | 25 m |
| The same, road trains | 25.5 m |
| Control fuel consumption, l/100 km, at a speed of 60 km/h: | |
| car | 35.0 l. |
| road trains | 46.7 l. |
| Watering depth with a hard bottom at nominal air pressure in tins: | |
| without preparation | 0.9 m |
| with preliminary preparation (ZIL-13 1N car) lasting no more than 20 minutes | 1.4 m |
| Turning radius: | |
| on the outer wheel | 10.2 m |
| overall | 10.8 m |
Car ZIL-131NV 6x6.1
The truck tractor has been produced by the Likhachev Moscow Automobile Plant since 1983 on the basis of the ZIL-131N car. Designed for towing special semi-trailers.Modification - ZIL-131NVS version HL for cold climates (up to -60°C).
SPECIFICATIONS
| Weight per fifth wheel coupling: | |
|---|---|
| 3700 kg. | |
| 4000 kg. | |
| 5000 kg. | |
| Curb weight (without winch) | 5955 kg. |
| Including: | |
| to the front axle | 2810 kg. |
| on the trolley | 3145 kg. |
| Full mass | 10100 kg. |
| Including: | 6870 kg. |
| to the front axle | 3230 kg. |
| on the trolley | |
| Permissible full mass semitrailer: | |
| on all types of roads and terrain | 500 kg. |
| on improved pound roads | 1000 kg. |
| on asphalt roads | 1200 kg. |
| Max, road train speed | 75 km/h |
| Saddle-coupling device | semi-automatic, with three degrees of freedom. |
| Semi-trailer brake drive | single wire |
Mechanisms of driving axles of the ZIL-131 car
The main gear is double, one pair is bevel gears with spiral teeth, the second pair is spur gears with oblique teeth, total gear ratio - 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 drive 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 via control hole, which is available in the crankcase of the bridge. 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 cap; 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.
Drive axles of three-axle vehicles ZIL
The three-axle ZIL-131 car, with a drive to all axles, uses a sequential drive of the rear drive axles with a through drive shaft in the first axle.
AT rear axles x, 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. With 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 arrangement 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 front axle housing with a 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 stub axle 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 body 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 a mechanism center differential. 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
Training question number 1. Transmission, general device and diagram.
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. Vehicles with all drive axles can be used in difficult road conditions, therefore they are called cross-country 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 formula, the torque to the second rear axle is supplied from the transfer case directly through the driveline 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 designed for short-term separation crankshaft engine from the transmission and their subsequent smooth connection, which is necessary when starting the car from a place 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 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. Lever fixed on the left outer end of the roller adjustable draft with a spring, connected to the lever of the roller, on which the integral lever of the clutch pedal 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 assemblies, 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 with right side 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 action of compressed air, the pneumatic piston moves, 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 effect of the piston on the rod is reduced and the clutch is smoothly engaged.
In the absence of compressed air in the pneumatic system, it remains possible to control the clutch, since the clutch can be disengaged due to 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 and 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 engaged 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 fuse 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 -lock; 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. Applied all-weather transmission oil Tap - 15V.
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
Reading 10 min.
Many hard jobs cannot be done without a ZIL 131 truck. The vehicle is specially designed to transport heavy loads over long distances. Drivers have to not only drive vehicles, but also perform repair work during movement. It is important that the transfer case on the ZIL 131 car is always fixed. To understand how it should function correctly, what problems are possible and how they should be fixed, you need to find out how it works and how it works.
Device
The ZIL 131 car has a two-stage transfer case. The forward bridge has electropneumatic inclusion. In first gear gear ratio is 2.08, and on the second - 1.0. The box is attached with rubber pads and four bolts, which are also attached with rubber pads to the brackets of the frame cross member.
In general, the transfer case on a ZIL 131 car consists of:
- Pneumatic chambers;
- signal lamp;
- Switches;
- stock;
- locking device;
- Retainer housings;
- drive shaft;
- Gears of the first transfer;
- Rear bogie drive shaft gears;
- Rear bogie drive shaft;
- Second gear clutches;
- Front axle drive shaft;
- Shaft ring gear;
- crankcase covers;
- Front axle clutches;
- Gears of the second gear;
- Carter;
- rod;
- Traction;
- Lever;
- Electropneumatic valve;
- switch;
- Relay;
- inlet valve;
- exhaust valve;
- Plugs of the control-filler hole;
- Drain plugs.
The main parts include such as: crankcase with covers, input shaft with gear, clutch with bearings, front axle drive shaft with gears and clutches. No less important is the mechanism for shifting gears and controlling the inclusion of the front axle.
The crankcase itself is made of cast iron, it is detachable, the back is closed with a lid. The upper hatch is also closed with a lid and a power take-off is installed on it. Top cover equipped with a breather. The drain hole and control-filler are located on the back cover, and on drain plug there is a magnet. The shaft exits from the crankcase are thoroughly sealed. An oil washer is attached to the front axle shaft.
The first gear is mounted on the key. Clutch inclusion straight or second - freely moves along the splines of the shaft. For convenience in work, the gear is made immediately with the shaft. There is a worm between the shaft bearings (this is the speedometer drive), the drive gear was placed in the tide of the rear shaft bearing cover. The same cover is the support bracket on the parking brake. The intermediate gears rotate on needle bearings. The first gear engagement clutch is located on the gear hubs. The front axle engagement clutch is also located there, where it is also connected to the ring gear, made directly on the shaft.
An important mechanism on the transfer case on a ZIL 131 car includes: a lever with an earring, traction, a coupling spring, a pair of rods with forks, latches, a locking device.
Transfer box operation
The inclusion of the front axle occurs due to the electro-pneumatic device. It consists of:
- Electric air valve;
- Pneumatic chambers;
- Two microswitches;
- Relay;
- switch;
- signal lamp;
It is important to know that the transfer case in the ZIL 131 car will work normally if an electric air valve is installed on the frame cross member, and a pneumatic chamber is attached to the front wall of the crankcase. The microswitch is located on the body of the latch and on the body of the pneumatic chamber, and the switch and signal lamp are located in the cab, and under the hood there is a relay.
When switching on, the transfer case of the ZIL 131 car gradually connects all other mechanisms to work. The driver moves the lever forward and immediately it turns around the attachment point on the upper link and the lower end through the link. With the help of a rod and a fork, the clutch moves back and at this moment the gears are connected to each other. When the stem moves, the microswitch immediately starts working, thanks to it the relay circuit closes, which immediately closes the circuit on the electric air valve. The armature of the electromagnet goes down, the intake valve opens and the exhaust valve closes.
In order for the transfer case on the ZIL 131 machine to work fully, compressed air from the pneumatic system must enter the pneumatic chamber, and it must move the clutch back through the rod and at the same time connect it to the gear rim of the shaft. The drive shaft transmits torque through the gears, which is evenly distributed between the gear and the shaft, and then goes to the axles of the rear bogie and already, then through the clutch goes to the front axle drive shaft.
When a shutdown occurs in first gear, the transfer case on the ZIL 131 machine works as follows:
- The electromagnet circuit opens;
- The inlet valve closes tightly;
- Exhaust valve opens;
- With the help of a return spring, the front axle is automatically turned off.
To turn on second gear, the transfer case on a ZIL 131 car works like this:
- The lever pivots around the attachment point on the lower link;
- Through the rod, the rod and the fork, the clutch moves back and at the same time all the mechanisms are connected to the toothed inner rim of the gear;
- From the drive shaft, due to the torque, the action passes directly to the axle drive shaft of the rear bogie.
If the movement occurs on a slippery road, then the axle must be switched on in forward gear, and the electromagnet circuit must be closed forcibly. To do this, you need to use the switch. The torque is transmitted directly through the gears, the clutch directly to the drive shaft on the front axle.
In all other gears, if the front axle is on, then the torque will be distributed in direct proportion to the loads that fall on the rear axle of the bogie and the front axle.
When the front axle is turned on, the circuit will be automatically closed by the microswitch, and the warning light in the driver's cab will light up.
The transfer case on the ZIL 131 machine is lubricated with a special sprayer. Oil (in this case, its brand Tap-15v) is poured into the box crankcase. Its usual norm is 3.3 liters.
Troubleshooting
Very often, a breakdown of the transfer case can be foreseen; for this, you should only inspect the car before leaving the track and listen to the sounds that occur during the operation of the mechanisms.
The following problems are possible:
- Loud noise in transfer case. This is an indicator that some parts are destroyed: gears or bearings. In this case, the transfer case is disassembled, and the failed parts are changed;
- Transfers are switched off by themselves, involuntarily. Most likely, the teeth of the carriages or the small gear rims on the wheels have worn out. Such a breakdown is possible when the gear shift forks are worn out. It is necessary to change the damaged parts;
- Oil is leaking and diaphragm is ruptured. If it is found that oil is leaking through the sealing cuffs, then you need to carefully examine them. If during inspection signs of wear are found on the edges, then they must be replaced. If the membrane in the pneumatic chamber is broken, then it must also be changed;
- The adjustment of the control rod is broken and the fingers in the traction forks are worn out. In such a situation, the traction should be readjusted again, and the fingers should be changed.
Maintenance
In order for the car to serve for a long time and not let you down during the journey, it is necessary to carry out preventive maintenance correctly and in a timely manner.
Before work, always check how the transfer case is attached to the bracket and beam. The beam itself should not be ignored, it must also be attached securely and firmly. If it is found that the fastening is not at the proper level, then all the details must be immediately tightened.
It is necessary to clean the breather on the crankcase hatch cover in a timely manner. If there are blockages on it, then the pressure in the transfer case will increase and in the future there will be an oil leak through the sealing cuffs.
In order for the transfer case to be durable, reliable, lubrication must be carried out on time. At maintenance the oil level is always checked and if it is not enough, then it is necessary to add to the control plug.
The used oil is drained, the magnet on the drain plug is cleaned, and new oil is poured up to the level of the control box. The same oil is used for the transfer case as for the gearbox. If the air temperature is minus 30 degrees Celsius, then TM-3-9 (or TSp-10) oil is used.
You need to pay attention to the nuts on the input and output shafts. They should be centered on the transfer case in the same way as on the gearbox.
When the disassembly and assembly of the transfer case is completed, it is necessary to install the pneumatic chamber. For this, shims are used. It is important that the distance is sufficient and is 174 plus or minus 0.1 mm from the end of the camera body to the holes from the locking bolts on the rods. This is necessary for the subsequent installation of the plug.
Scheme
Transfer boxes for ZIL 131 cars are manufactured according to the following schemes:
- With differential drive;
- With a blocked drive;
- Mixed drive.
Each assembly option has its own characteristics. Transfer box of the second type provides synchronous rotation of all bridges. Thanks to this scheme, torques are distributed evenly to the resistance force.
For transfer cases where the drive is made differential, the torque passes through the differential. Thanks to this scheme, the output shafts rotate at different angular speeds. Such a differential has another name - center.
In transfer cases where the drive is mixed, half of the driven shafts have the same angular velocity, and the other is connected using a differential. The "mixed" type also includes boxes with lockable differentials.
From this classification, we can conclude that the power flow is distributed from the main transfer case to:
- One front and one or two rear axles of cars;
- Two front axles and two rear;
- On the drive wheels of the left side or right side of cars.
The conclusion is the following. Transfer boxes for ZIL 131 cars are:
- Interwheel;
- Intercarriage;
- Inter-board.
The main functions of the transfer case
The main task of this element is to transmit torque from the engine to the drive axles of the car. In addition, with the help of a transfer case in the transmission, the number of gears increases. Also, their purpose is as follows:
- Distribute torque between the drive axles, this allows you to better ensure the vehicle's patency;
- When the torque on the drive wheels is increased, the "wobble" of the wheels is immediately overcome while driving on bad roads, on steep slopes and on off-road terrain;
- Ensure that the vehicle is moving steadily at low speed when the engine is running at maximum torque.
That is, the main purpose of the transfer case is to ensure the good operation of the car.
Comparison with other car models
The transfer case of the ZIL 131 car has many advantages. If we compare it with the ZIL 175K car, then the main difference will be in the suspension of the box. The benefits are as follows:
- On the suspension of the ZIL 131 car box, the support points of the elastic elements are spaced apart. This distributes and reduces the load;
- When removing the box on the ZIL 131, it is not necessary to disassemble all the elastic elements, you just need to unscrew the nuts of the bolts with which the transfer case is attached to the rest of the longitudinal beams;
- If the nuts on the transfer case of the ZIL 131 car break, then it will not be difficult to replace them.
In addition, if the studs on the ZIL 157K box suddenly break, then they will need to be drilled out of the case; in ZIL 131, they are easily unscrewed.
There are many more advantages to the transfer case of a ZIL 131 car.
- On a ZIL 157K car, the suspension rests on four studs, which are thoroughly screwed into the crankcase and passed through holes in the frame cross member. To ensure the elasticity of the suspension, rubber cushions are installed. The design is somewhat complicated and therefore it will be a little difficult for the driver to make repairs on their own. While the suspension on the ZIL 131 is made on two longitudinal beams that rest on the frame cross member. The beams are equipped with elastic suspension, therefore they are reinforced with bolts, which have rubber pads made on both sides of the support.
- The transfer box on the ZIL 131 is suspended from the beams using four bolts that pass through the holes on the longitudinal beams. All bolt nuts on the longitudinal beams, as well as the bolt nuts themselves, intended for fastening the transfer case, are cottered.
From the above information, we can conclude that the transfer case on a ZIL 131 car is more convenient, the design solution is more profitable, it is easier to repair.
Do not drive out on the road without inspecting the car. It is necessary to carefully check the operation of all elements. Experts advise to spend a little time on preventive maintenance than to repair the car on the way.