Do bridges of portal type zil 131 use. Drive axles of three-axle vehicles zil. Troubleshooting

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.

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

In the first rear axle, the main gear 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 housing 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 studs and nuts with tapered bushings to 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. On the inner side of the hub there is a self-clamping stuffing box and the hub is covered by an outer felt stuffing box 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 pivot pin on a bronze bushing. The knuckles are made as one piece with the axle shaft and the drive shaft. Thrust washers are placed under the fists. A flange is installed on the splines of the end of the drive shaft, connected on studs with nuts to the wheel hub.

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

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

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

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

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

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

The trunnion with a sleeve pressed into it is attached to the flange of the semi-axial sleeve. There is a channel in the trunnion wall, to which the hose of the centralized tire pressure control system is connected from the outside. A sealing coupling for air supply is fixed in the hub cover, consisting of a housing in which two self-clamping oil 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 using a pneumatic diaphragm working chamber located on the main gear housing and controlled by a special valve from the general pneumatic system of the vehicle. The crane handle is located in front of the driver.

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

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

To Category: - Vehicle Chassis

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

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

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

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

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

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

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

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

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

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

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

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

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

©. Photos taken from publicly available sources.

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 carry out repairs while driving. 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 the ratio is 2.08 and in second gear it is 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. The top cover is equipped with a breather. The drain hole and control filler are located on the back cover, and there is a magnet on the drain plug. 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. During 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.

Mechanisms of driving axles of the ZIL-131 car

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

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

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

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

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

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

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

Rice. 3. Rear axle of the car ZIL-Sh:
1 - breather; 2-axle; 3 - driven bevel gear; 4- shaft of the leading cylindrical gear; 5 - leading bevel gear; 6 - filler plug; 7, 31 - driving and driven cylindrical gears; 8 - main gear housing; 9, 34 - shims; 10 - bearing cup; 11 - bearing 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.

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The device of the front axle ZIL 131

The front axle of cars of the ZIL family of models 431410 and 133GYA is controlled continuous with fork-type steering knuckles. Beam 21 of the bridge is steel stamped I-section, with holes at the ends for connection using pivots with steering knuckles. The design difference between the axles of ZIL vehicles of models 431410 and 133GYa lies in the track width of the front wheels (due to the length of the beam): for the ZIL-431410 car - 1800 mm, for the ZIL-133GYA car - 1835 mm.

Due to the increased load on the front axle in the ZIL-133GYA car (large mass of the power unit), the cross section of the beam on this car is 100 mm. The cross section of the beam on the ZIL-431410 car is 90 mm.

The pins of the steering knuckles are fixed motionless in the lugs of the beam with wedges included in the flat on the pin. Given the one-sided wear of the pivots during operation, two flats were made on them in order to increase the service life. The pins are at a 90° angle, allowing them to be rotated. Lubricated bronze bushings pressed into the steering knuckles provide long service life of the assembly.

The steering knuckle (trunnion) is a part of the front axle, complex in configuration and responsible for its intended purpose, is the basis for installing the wheel hub, brake mechanism and turning levers. The fist is made with high accuracy of geometric dimensions for fastening mating parts.

The load from the car on each front wheel is transferred to the support bearing, which has a lower washer made of graphitized bronze and a steel upper washer with a cork collar that protects the bearing from dirt and moisture. The necessary axial clearance between the eye of the beam and the steering knuckle is provided by shims. With a correctly selected gap, a probe with a thickness of 0.25 mm is not included in it.

The thrust bolts of the steering knuckles allow you to set the required angle of rotation of the steered wheels: for the ZIL-431410 car - 34 ° to the right and 36 ° to the left, and for the ZIL-133GYA car - 36 ° in both directions.

Two levers are attached to the left knuckle in conical holes: the upper one for the longitudinal and the lower one for the transverse steering rods. The right steering knuckle has one tie rod lever. Segmented keys 8x10 mm in size fix the position of the levers in the tapered holes of the steering knuckles, and the levers are secured with castellated nuts. The tightening torque of the nuts must be between 300 ... 380 Nm. Nuts from turning are locked with cotter pins. The connection of the swivel arms with the tie rod forms a steering trapezoid, which ensures a coordinated turn of the steered wheels of the vehicle.

The steerable wheel drive includes steering knuckle levers, longitudinal and transverse steering rods.

In the process of driving a car on uneven sections of the road, turning the steered wheels, the parts of the steering drive move relative to each other. The possibility of this movement both in vertical and horizontal planes and reliable transmission of forces at the same time ensures the hinged connection of the drive units.

The design of the hinges on all ZIL vehicles is the same, only the lengths of the rods and their configuration are different, which is due to the layout of the hinges on the car.

Longitudinal steering rod is made of steel pipe measuring 35 X 6 mm. Thickenings are made at the ends of the pipe for the installation of hinges in them, consisting of a ball pin and two crackers, covering the ball head of the pin with spherical surfaces, and a team with a support. Retaining rivets fix crackers from turning. The spring support is at the same time a limiter for the movement of the internal cracker. The parts are fixed in the pipe with a threaded plug, which is fixed from turning with cotter pin 46, and are protected from contamination by a cover with a gasket.

The hinge spring ensures the constancy of gaps and forces, and also softens the shocks from the steered wheels when the car is moving. A bolt, a nut with a cotter pin secure the traction pin in the bipod.

The unit operates normally if the requirements specified in the instruction manual are met by tightening the screw plug to the stop with a force of 40 ... 50 Nm with the obligatory unscrewing of the plug (until the cotter pin groove coincides with the holes in the rod). Compliance with this requirement provides the necessary turning torque of the ball pin no more than 30 Nm. With a tighter tightening of the plug, an additional torque will act on the ball pin, which occurs even with the smallest relative rotations of the hinge. According to the results of bench tests of a hinge with a tightly tightened plug, it was found that in this case the endurance limit of the ball pin is reduced by six times compared to the endurance limit of the hinge, adjusted in accordance with the operating manual. Incorrect adjustment of the tie rod joints can lead to premature failure of the ball studs.

The tie rod for ZIL vehicles of models 431410 and 133GYa is made of a steel pipe 35 x 5 mm in size, and for the ZIL-131N vehicle it is made of a steel bar with a diameter of 40 mm. At the ends of the rods there are left and right threads, on which tips are screwed with hinges placed in them. A different direction of the thread ensures the adjustment of the convergence of the steered wheels by changing the total length of the rod - either by rotating the rod with fixed tips, or by rotating the tips themselves. To rotate the tips (or pipes), it is necessary to loosen the coupling bolt that fixes the tip on the rod. wheel axle trunnion car

The ball pin is rigidly fixed in the conical hole of the swivel arm, and the castle nut is locked against turning with a cotter pin.

The spherical surface of the pin is clamped between two eccentric bushings. The compression force is created by a spring resting against a blind cover. The cover is attached to the handpiece body with three bolts. The spring eliminates the effect of hinge wear on the overall operation of the assembly. During operation, adjustment of the unit is not required.

Tie rod joints are lubricated through grease fittings. Sealing cuffs protect the hinges from the release of lubricant and contamination during operation.

In connection with the increased vehicle speeds, reliable stabilization of the steered wheels, i.e., the ability of the vehicle to maintain a straight line and return to it after a turn, is important for ensuring safety.

The parameters that affect the stabilization of the steered wheels are the transverse and longitudinal angles of the wheels relative to the longitudinal axis of the vehicle. These angles are provided in the manufacture of the front axle beam by the ratio of the position of the axis of the hole for the king pins relative to the platform for attaching the springs, steering knuckles - by the geometric ratio of the axes of the holes for the pivots and for the wheel hub. For example, the pivot holes in the beam lugs are made at an angle of 8° 15" to the spring platform, the pivot holes in the steering knuckles are made at an angle of 9° 15" to the hub axis. Thus, the pivots are tilted to the required angle (8°) and the necessary camber of the wheels (at an angle Г) is taken into account.

The transverse inclination of the kingpin determines the automatic self-return of the wheels to rectilinear motion after a turn. The cross slope angle is 8°.

The longitudinal inclination of the kingpin helps to maintain the rectilinear movement of the wheels at significant vehicle speeds. The pitch angle depends on the base of the vehicle and the lateral elasticity of the tires. Below are the pitch angle values for the various models.

During operation, the longitudinal and transverse inclinations of the pivots are not regulated. Their violation may be in case of wear of the pivots and its bushings, or deformation of the beam. A worn kingpin can be rotated 90° once or replaced. Worn bushings must be replaced, a deformed beam must be straightened or replaced.

One of the parameters for ensuring the best conditions for rolling the steered wheels of a vehicle in a vertical plane is wheel toe-in equal to the difference in distances (mm) between the edges of the rims in front and behind the wheel axle. This value should be positive, provided that the rear distance is greater.

Toe-in is adjusted during operation by changing the length of the tie rod. For cars of the ZIL-431410 family, it is set within 1 ... 4 mm, for the ZIL-133GYa car - 2 ... 5 mm. The minimum value is set at the factory.

Since the steering trapezoid is not an absolutely rigid structure and there are gaps in the hinges, a change in the loads acting in the trapezoid leads to a change in the wheel toe.

The use of modern methods for setting the toe-in of the front wheels and the accuracy of measuring it during operation is of great practical importance, since this parameter significantly affects the durability of tires, fuel consumption and wear of the steering gear joints.

Measuring the toe of the front wheels is a fairly accurate operation, since the distance is measured within 1600 mm with an accuracy of 1 mm, i.e. the relative measurement error is approximately 0.03%. For measurement, the GARO ruler is usually used, which gives a lower measurement accuracy due to the gaps in it between the pipe and the rod and the inability to set the ruler at the same points due to the design of the tips.

The best accuracy when measuring wheel toe-in is obtained when measuring on optical stands "exact" and electric stands, in which cathode-ray tubes are used.

When checking and installing the convergence of the steered wheels, it is recommended to carry out preliminary preparatory work:

balance the wheels of the car;

adjust the wheel hub bearings and wheel brakes so that the wheels rotate freely when a torque of 5 ... 10 Nm is applied to them.

To adjust the toe-in of the wheels, it is necessary to release the coupling bolts of the tie rod ends and set the required value by rotating the pipe. Before each control measurement, the coupling bolts of the handpieces must be screwed in as far as they will go.

Front wheel hubs and brake discs are mounted on the steering knuckles.

The hubs are placed on two tapered roller bearings. For ZIL trucks, only bearing 7608K is used. It is distinguished by an increased thickness of the small collar of the inner ring and a reduced length of the roller. The outer ring of the bearing has a barrel shape of several microns on the working surface. To protect the inner cavity of the hub and bearing from contamination, a cuff is installed in the bore of the hub. The outer bearing is closed by a hub cap with a gasket.

When carrying out assembly and disassembly work with the hub, care must be taken not to damage the working edge of the cuff.

The hub is the bearing element for the brake drum and wheel. On the ZIL-431410 car, two flanges are made on the hub. Wheel studs are attached to one of them with bolts and nuts, and a brake drum is attached to the other. On the ZIL-133GYa car, the hub has one flange, to which a brake drum is attached on one side with studs, and a wheel on the other.

It should be borne in mind that the brake drums are processed at the factory complete with hubs and can only be disassembled in case of emergency. Moreover, it is necessary to put marks on the relative position of the drum and the hub (for their subsequent assembly without disturbing the balance and alignment).

The installation of the hub on the trunnion is carried out as follows. Using a mandrel resting against the inner ring, press the inner bearing onto the trunnion shaft, then carefully place the hub on the trunnion until it stops in the inner bearing, put the outer bearing on the trunnion shaft and press it onto the shaft using a mandrel resting against the inner ring of the bearing, then screw the nut-washer onto the shaft. Attention should be paid to the need to thoroughly impregnate the bearings before installing them on the shaft with grease.

When installing the hub, it is necessary to ensure free rolling of the rollers in the bearing, which is achieved by tightening the inner nut-washer 3: tighten the nut until it stops - until the hub starts braking by the bearings, rotate (2-3 turns) the hub in both directions, then turn the nut - the washer in the opposite direction by V4 - 1/5 of a turn (until it coincides with the nearest hole of the lock ring pin). Under these conditions, the hub should rotate freely, there should be no transverse vibrations.

To finally fix the hub, install a lock ring with a washer on the pin and tighten the outer nut with a wrench with a lever of 400 mm to failure and lock the nut by bending the edge of the lock washer on one face of the nut. The protective cap with gasket is attached to the hub with bolts with spring washers without the use of significant forces. The hubs are removed from the trunnion in the reverse order with the obligatory use of mod pullers. I803 (see 9.15), ensuring uniform movement of the hub and the outer bearing on the shaft, having a fit from a gap of 0.027 mm to an interference of 0.002 mm.

The inner bearing is seated on the shaft with a clearance of 0.032 mm and an interference of 0.003 mm. If necessary, it is compressed using two mandrels.

It is strictly forbidden to hit with a sledgehammer when removing the hub from the trunnion. Impacts applied to the end of the brake drum, or to the outer flange (for ZIL-431410 vehicles) of the wheel stud fastenings, deform the flange and destroy the brake drum.

On the hub, it is necessary to inspect the outer rings of the bearings and, if worn, replace them with new ones. The rings are installed in the hub with an interference fit: for the inner bearing 0.010 ... 0.059 mm; for outer 0.009 ... 0.059 mm.. Taking into account this tightness, the rings are easily removed from the hub using a beard and a hammer using special cutouts in the hub in the zone of the rings.

Possible malfunctions

During the operation of the car, it is necessary to check the condition of the trunnion bushing and kingpins. With worn trunnion bushings and kingpins, excessive wear is observed and there is a possibility of shock loading, which contributes to premature destruction of the front wheel bearings, holes in the beam for the kingpins.

The wear of the bushings and the kingpin is easy to determine by external inspection by the lateral swaying of the wheel tire. With the help of diagnostic devices, you can more carefully check the technical condition of the unit. If the radial clearance in the connection does not exceed 0.75 mm, and the axial clearance is 1.5 mm, the assembly is operational. If the limit values are exceeded, turn the kingpin by 90° (if the kingpin has not been turned before) or replace the kingpin bushings. Axial clearance should be checked with a feeler gauge without hanging the axle. The feeler gauge is inserted between the boss of the front axle beam and the lug of the trunnion. With an axial clearance of more than 1.5 mm, it is necessary to replace the kingpin thrust bearing or change the number of shims.

When disassembling any front suspension unit, it is necessary to check each part for the absence of cracks in it. The operation of a part with a crack is unacceptable.

The bridge beam is checked for bending and twisting. The check is performed in fixtures, the simplest of which are prisms mounted on a measuring plate. To perform this operation, you must first check the parallelism of the spring areas of the beam. Then it is necessary to install a device on the spring platform, in which the prism is directed along the latch in the pivot hole. On the scales of the device, determine the angles of inclination and compare them with the drawing ones.

As a result of the check, the necessity and expediency of editing the beam are determined. The beam is corrected only in a cold state using a hydraulic press. After straightening, the angle of inclination of the axis under the kingpin to the vertical axis should be within 7° 45" ... 8° 15". The deviation from the perpendicularity of the hole for the kingpin relative to the spring platforms should not exceed 0.5 mm. The deviation from the perpendicularity of the ends of the beam bosses relative to the hole for the kingpin is allowed no more than 0.20 mm.

When bending and twisting, a beam that cannot be checked must be replaced.

Steering knuckles with excessive wear of the neck for bearings and damage to the threads of more than two threads, thrust washers and trunnion bearing rings are subject to replacement when the working surface is worn in excess of the allowable dimensions. Maintenance includes a set of lubrication and adjustment work specified in the operating manual. The main adjustment work is checking and setting the required convergence of the steered wheels, as well as checking the wheel alignment angles - parameters that have a direct and significant impact on the vehicle's handling and tire wear.

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