Most modern trucks, trailers and buses are equipped with an air brake system, the operation of which is related to the interaction a large number control and executive elements. Carrying out an inspection technical condition and instrumental control of this system requires diagnosticians to have a good understanding general principles its construction and operation. Therefore, it is advisable to focus on design features this system in more detail.
Pneumatic brake system is a braking system driven by the use of compressed air energy. In this case, a brake drive means a set of elements located between the control element and the brake and ensuring their functional interconnection. In cases where braking is carried out wholly or partly by means of an energy source independent of the driver, the energy stored in the device is also considered part of the drive.
Rice. Pneumatic single-circuit brake system
The drive is usually divided into two functional parts:
- control drive
- energy drive
In this case, control and supply lines connecting towing vehicles and trailers are not considered as parts of the drive.
Drive control- is a set of drive elements that control the operation of the brakes, including the function of managing the required energy reserve.
Energy drive- a set of elements that provide the brakes with the energy necessary for their operation, including the energy reserve used to operate the brake mechanisms.
Brake- a device in which there are forces that oppose the movement of the vehicle. The brake can be frictional (when these forces arise as a result of friction of two parts of the vehicle moving relative to each other), electric (when these forces arise as a result of the electromagnetic interaction of two parts of the vehicle moving relative to each other, but not in contact), hydraulic (when the forces arise as a result of the action of a fluid located between two elements of the vehicle moving relative to each other), motor (when these forces arise as a result of an artificial increase in the braking effect of the engine transmitted to the wheels).
Rice. Scheme of the simplest air brake of a car: 1 - receiver; 2 - pedal; 3 - crane; 4 - brake cylinder; 5 - spring; 6 - rod of the brake mechanism; 7 - brake shoe
The elements of the friction brake system are called brake mechanisms.
In pneumatic brake systems, the control drive is the pneumatic drive elements, with the help of which signals are given for automatic or controlled actuation of the energy drive elements. On the control elements of the pneumatic actuator (brake valves, valves, regulators, etc.), the input of the control pneumatic signal is always indicated by the number 4. The same designation given signal takes place on functional and structural diagrams.
Energy drive in pneumatic brake systems are the elements with the help of which compressed air is supplied to the elements of the control drive or actuators of the energy drive (brake chambers, energy accumulators, pneumatic cylinders, etc.). On the control elements of the pneumatic drive, the input of the supply line is always indicated by the number 1. It should be noted that in some cases the control signal can simultaneously act as a supply signal. In this case, on the elements and diagrams of the pneumatic drive, the input of such a signal is still indicated by the number 1.
Any output pneumatic signal or action is indicated on the controls or diagrams by the number 2.
In the event that any control elements have several inputs or outputs related to different circuits of the brake system, they are marked with numbers (in ascending order) following the designation indicated above (for example, 11, 12, 21, 22, etc.). P.).
The number 3 on the elements of the brake drive indicates the connection with the atmosphere.
Let us consider the functioning of the pneumatic drive of the brake system and its individual elements using the example of a truck system designed for towing a trailer and, accordingly, a trailer towed by such a tractor.
In order to ensure reliable operation, the pneumatic drive is divided into several circuits, relatively independent of each other. The first of them is called supply and performs the function of preparing compressed air for use in the pneumatic system as a working fluid.
Compressor- this is an air pump that pumps air into the supply circuit and, as a rule, performs the primary adjustment of its pressure. The pressure regulator controls the supply of compressed air to the compressor in order to maintain its pressure within the specified limits. The air dryer prepares compressed air for use in the pneumatic system. Its main task is to separate water vapor from the air and filter out various impurities (mainly oil vapor). In modern systems, the dryer combines the functions of separation from impurities and pressure control, so in such systems there is no pressure regulator as a separate unit. Since most dehumidifiers work on the principle of regeneration, they have a separate receiver with which the regenerative function is ensured. In some types of pneumatic systems, a frost protector can be used that mixes a volatile low-freezing liquid with compressed air to prevent freezing of water condensing on the elements of the brake drive when low temperatures. However, these devices are now rarely used, since modern dryer models provide compressed air preparation with sufficient efficiency.
Rice. Scheme of the pneumatic drive of the brake system: a - truck-tractor; b - trailer; 1 - compressor; 2 - pressure regulator; 3 - air dryer; 4 - regeneration receiver; 5 - four-circuit protective valve; 6-8 - receivers of the pneumatic drive circuits; 9 - additional air consumers; 10 - pressure gauge; 11 - control and emergency signaling devices; 12 - foot brake valve; 13 - ABS modulator front wheel; 14 - brake chamber of the front wheel; 15 - check valve; 16 - manual brake valve; 17 - accelerating valve; 18 - brake force regulator rear axle; 19 - ABS modulator rear wheel; 20 - brake chamber with power accumulator; 21 - brake valve for controlling the trailer brake system; 22, 29 - feeding connecting heads; 23, 30 - connecting heads of the control line; 24- the electronic unit ABS control tractor; 25 - ABS warning lamps; 26 - front wheel ABS sensor; 27 - rear wheel ABS sensor; 28, 44 - ABS connector; 31, 32 - air filters; 33 - trailer brake valve; 34 - receiver; 35 - trailer release valve; 36 - pressure ratio valve; 37 - front axle brake force regulator; 38 - front axle ABS modulator; 39 - brake chambers of the front axle; 40 - rear axle brake force regulator; 41 - ABS modulators of the middle and rear axles; 42 - brake chambers of the middle axle; 43 - brake chambers of the rear axle; 45 - trailer ABS electronic control unit; 46 - trailer ABS diagnostic connector; 47- ABS sensors front wheels; 48 - ABS sensors rear wheels
After passing through the dryer, the compressed air enters the four-circuit safety valve. The main functions of this device:
- separation of the compressed air flow into independent circuits
- ensuring sequential filling of the circuits with compressed air after the pressure in one of the circuits rises to the set value
- ensuring the tightness of the remaining circuits of the brake system in case of depressurization or a large pressure drop in one of them
The four-circuit safety valve distributes air to the following circuits:
- two independent circuits of the working brake system of the tractor (I and II)
- circuit of the parking (emergency) brake system, as well as the supply and control circuits of the trailer (III)
- air suspension power supply circuit and other additional air consumers (9 in the figure), for example, cab air suspension, driver's seat, hydraulic clutch booster, auxiliary brake system drive (in the figure, the engine brake control valve is shown)
Each of the circuits has actuators that implement the final function of direct action on the brake mechanism, and the trailer brake system circuit has connecting heads for connecting to the control and supply lines of the tractor.
In circuits I and II of the working brake system, compressed air after the receivers is supplied to the foot brake valve in the upper and lower sections, respectively. Inside given element either a purely control or a combined (control and simultaneously supply) signal is formed, which comes directly (as shown in the figure for the front wheel brakes) or through certain control elements 18 (as shown in the figure for the rear wheel brakes) to the actuating elements of the brake systems (14, 20). Accelerating (relay) valves, brake force regulators that provide the function of accelerating valves, quick release valves, etc. can act as additional control elements. As actuating elements, simple diaphragm brake chambers or combined brake chambers with an energy accumulator can serve.
In circuit III compressed air enters the manual brake valve of the emergency and parking brake systems, where, as a rule, a purely control signal is formed, which, when it enters the accelerator valve 17 of the emergency brake system, supplies or depressurizes air from the energy accumulator section of the combined brake chamber. The air of the same circuit is used to supply the brake valve for controlling the trailer brakes. Through this valve, the trailer brake system is powered by a connecting head, and a control signal is generated as a result of the action of signals from the brake valves of the working, emergency and parking systems. This signal is applied to the connecting head of the control line.
Instrumentation is connected to the circuits of the braking system. Usually these are pressure gauges indicating the pressure in circuits I and II, or one common pressure gauge. In addition, there are control lights, which signal a pressure drop in the pneumatic drive circuits.
A number of ABS components are connected to the pneumatic system of the tractor, realizing this function for the entire combined vehicle. These include ABS sensors that read values angular velocity wheels, an electronic control unit that summarizes and analyzes the sensor signals and generates a signal for the output action, ABS modulators (solenoid valves) that play the role of actuators, a trailer connector, as well as control and diagnostic lamps that give signals about the technical condition of the system.
The trailer is supplied with compressed air from the towing vehicle through a red-painted supply connection head. After passing through the filter and the brake valve of the trailer, the air enters the receiver.
The control pneumatic signal passes through the connecting head of the control line, painted in yellow, and, after passing through the filter, it is fed to the brake valve of the trailer. Under the influence of this signal, an output control signal is generated in the specified valve, which is adjusted by the brake force regulators depending on the vehicle load. On semi-trailers and trailers with a central arrangement of axles, one brake force regulator is installed. Trailers with a spaced axle position in the control line of the brake system of the front axle may have an additional pressure matching valve, which serves to ensure a favorable ratio of air pressure between these axles. The corrected control signal is fed to the ABS modulators, which on trailers can also play the role of relay valves. Depending on the design of the system, and to comply with regulatory requirements, one modulator on trailers can supply executive mechanisms axle, single wheel or several wheels on one of the sides of the trailer. In the pneumatic part of the modulators, the control signal is converted into a signal that actuates the actuators (brake chambers). In a number of cases, brake chambers with energy accumulators are used as actuating elements on trailers. At the same time, there is an additional pneumatic line supplying compressed air to the energy accumulator section, and a device for actuating the parking brake system located outside the driver's cab.
Trailer ABS elements include the following devices:
- wheel sensors
- Control block
- pressure modulators with relay valve function
To check the correct operation of the system, a diagnostic connector is used, and for electrical supply systems and receipt of control signals from the tractor - a connecting plug.
brakes
One of the main issues when choosing trailers in Russia is the choice of brake system drive design. Drum or disk.
Oddly enough, disc brakes were the first to appear: they were patented by the Englishman William Lanchester in 1902, but were used in practice at the end of the 19th century in a form close to modern bicycle brakes. Their main problem was the terrible creaking that was emitted when the copper brake pads came into contact with the brake disc. For this and other reasons, at the dawn of the automotive industry most widespread received not disk, but drum brake mechanisms. Drum brakes in almost unchanged form existed until the forties and fifties as the main and practically the only type of brakes on vehicles.
Let us briefly recall the principle of operation of drum brakes using the BPW axle as an example.
The mechanism for pressing the pads to the drum is as follows. When air is supplied to the brake master cylinder (1), which is separate and usually attached to the axle beam, the brake rod moves. It drives the brake shaft (4) through a special adjusting device for the supply of pads (2), nicknamed "ratchet" in Russia. At the end of the brake shaft (4), which is included in the brake ram, there is an S-shaped cam. As a result of the rotation of the brake shaft, the S-shaped cam pushes the brake shoes (5) apart, pressing them against brake drum(7). Due to the friction force formed between the pads and the drum, the rotation of the latter, connected through the hub with the rim, slows down.
 |  | Over time, the brake pads wear out and begin to be less pressed against the surface of the drum, which significantly reduces the braking efficiency. To prevent this effect, mechanisms (eccentrics) were provided in the drum brakes, which made it possible to slightly shift the brake pads outward in the part opposite to the cam during the adjustment process. Changing the initial position of the pads from the side of the cam is done by changing the position of the "ratchet". These actions allow you to restore their contact of worn pads with the surface of the drum during braking and are called - "to bring" the brakes. Such mechanisms require constant adjustment, and it is difficult to achieve uniform braking with all six wheels. |
In the forties and fifties of the last century, due to a significant increase in engine power, it became necessary to significantly increase the efficiency of serial brakes. Vehicle. In the late fifties - early sixties on high-speed production cars brake mechanisms of a fundamentally different type began to appear - disc brakes. Previously, they were used mainly in racing structures and aviation.
Recall briefly the principle of operation of disc brakes
Air is supplied to the brake cylinder, which through the caliper compresses the brake disc through the pads. The brake disc is attached to the wheel hub. The floating caliper disc brake is self-centering and self-adjusting. The caliper, which moves along the bracket (guides), is able to slide from side to side, moving towards the center every time the brake is applied. Since there is no spring to push the pads away from the disc, the pads are constantly in contact with the rotor. The piston seal is rubber, and any vibration in the rotor can move the pads a short distance away from the brake disc.
Pros of disc brakes:
The constancy (stability) of the characteristics, which leads to improved braking, and ultimately to an increase in traffic safety,
Efficiency. The pad area is smaller than that of the drums, but the disc surface is flat and therefore the pads are pressed against it evenly (the semicircular surface of the drum brake pad is unevenly pressed against the inner surface of the drum).
Ease of maintenance (in particular, it is easier to replace pads),
There is practically no limit to the braking force on the pads (in a drum mechanism, it is limited by the strength of the drum).
Self-cleaning from water, dirt and wear products - dirt and gases are "discharged" from the disc as it rotates, unlike the drum, which easily collects, for example, dust - a product of pad wear. Water, oil, gaseous friction products - all this is quickly removed from the working surfaces without impairing braking.
Disc brakes are also characterized by certain disadvantages.
With significantly higher efficiency, disc brakes release significantly more heat energy than drum brakes.
Disc brakes are more open and despite the effect"self-cleaning" pads and brake discs are subject to the accumulation of dirt and dust on other parts. Together with high temperature this dirt can crystallize, forming solid compounds. Special attention you have to pay to the caliper and its guides. If solid connections do not allow the caliper to move freely, then the pads do not “move” well from the brake disc. Unintentional braking occurs, which does not allow the entire assembly to cool. Overheating can crack the brake disc, significantly reduce the life of the entire hub, or in an emergency can seize the hub bearing, resulting in the replacement of the entire hub.
Dirt roads and roads with a lot of solid debris require increased attention to the anthers of the guide calipers and keeping the inner surface of the wheel rim clean
- "sticking" of the brakes during a long motionless downtime (a month or more) at high humidity and at low temperatures.
For a long time, drum brakes have been the most widely used in the semi-trailer market. Some operators have shown a clear preference for drum brakes, probably a legacy from the early disc systems, which, for various reasons, have a reputation for working with frequent breakdowns. However, a huge jump in production, combined with improvements in production technology, has resulted in a drum-to-disk ratio in brake production in Europe of about 1 to 5 respectively. Moreover, the bulk of drum brakes are ordered by transport companies from the countries of the former USSR.
Each of the axle companies has taken significant steps in developing designs for better cooling disc and less dirt ingress.
 |  | Do not forget that in the absence of timely washing, not only the brake system suffers. Corrosion affects aluminum and steel body and suspension parts, as well as pneumatic housings and electrical connections.In addition to design solutions for better cooling of disc brakes during operation, it is only necessary to periodically wash / clean the moving mechanisms of disc brakes from dirt and deposits and monitor the condition of the anthers. |
 |  | As an example, consider EBS blocks from Knorr-Bremse and Wabco. In terms of cost, they are not inferior to the main elements of disc brakes. |
Figure 1 shows a structure on which wheel disks with offset (ET) 0 are installed. The brake disk is outside the "hemisphere" rim. With this arrangement, the brake disc cools better, but unevenly, despite the special ribs on the wheel hub. In addition, more dirt gets on such a structure, as can be seen in the photo. But when operating on asphalt and a good wash, there are no problems.
In Fig. 2, the design with a wheel disk offset (ET) 120. The brake disk is located approximately in the middle of the wheel disk. Cooling is less efficient, but more even on both sides. rim Protects against direct dirt. With a snow blizzard, the caliper is more likely to jam, which is easily corrected by supplying warm air through the corrugation from the muffler pipe.
For durable work both systems require current maintenance and repair. Drum brakes have more moving parts and require more regular maintenance and lubrication than disc brakes. Carrying out the simplest and most routine checks on drum brakes takes more time. For example, replacing pads. On disc brakes, the wheel, old pads are removed and new ones are installed. Anthers and caliper guides are checked, dirt is removed from them. Changing pads on drum brakes requires the removal of the drum, resulting in high labor costs. In addition, the maintenance of the disk system consists primarily in cleaning the entire assembly of dirt, which is easily done by washing with a high-pressure apparatus through the openings of the rims and monitoring the condition of the disks and pads. drum brakes require frequent application of the brakes. This is a routine operation. Modern trailers are equipped with self-propelled "ratchets". Taking care of their cleanliness is equivalent to taking care of the cleanliness of the elements of the disc brake system. Worn out brake shafts and "ratchet" require a significant financial investment when replacing. The drum wears unevenly, so it needs to be periodically machined to give it a round shape.
 | The braking system of the road train has distinguishing feature. To prevent the trailer from collapsing, the trailer's brakes must apply a fraction of a second earlier than the tractor. If on the drums, due to the limited braking force, the driver immediately feels a decrease in braking efficiency, then disc brakes allow you to brake with high efficiency the entire train. For long and effective work The disc brake system of a road train requires mandatory synchronization of the tractor and trailer, otherwise there is a high probability of braking the road train only due to the trailer, which leads to increased wear of the trailer brakes. The most successful and simplest solution to this issue is the use of the EBS system on the tractor and trailer. Here is a table of brake combinations from SAF (relevant for any manufacturer) |
WABCO Trailer Brake Valves
main filter
432 500 …0
Purpose:
Air brake system protection themes from pollution.
Operating principle:
Compressed air supplied to the master ral filter through pin 1, passesthrough the filter cartridge. When cashwhich particles of dirt they settle in it, andpurified compressed air will flow through
pin 2 to those connected after it brake mechanisms. When dirtyfilter cartridge, it is squeezed outup against the force of the spring. Thencompressed air passes through the magisterral filter uncleaned. If atdirty filter cartridgebleed air from port 1, then the pressurepin 2 presses the cartridge downagainst the force of the spring. Thus
reverse flow is provided from outlet 2 to outlet 1.
Valve release of brakestrailer
963 006 00. 0
Purpose:
Releasing the brake system for movement of car trailers indisengaged state. doublerelease valve is designedfor brake systems with pneumaticspring loaded cylinders lyator.
Operating principle:
When hitching a semi-trailer to a tractor supply compressed air passes throughoutput 11 to chamber B. If the piston (a) allis still in the "standstill" position.possible", then under the influence of pressure
of the supplied air, it extends into "disinhibited" position. Supplycompressed air then enters through youwater 2 on the trailer brake valve and farinto the receiver of the semi-trailer.
In the tripped state from pin 11 and respectively camera B is resetair. To release the brakesystem piston (a) with button (b)manually moves all the way up.
This is how locking occurs. passage from pin 11 to pin 2 andcommunication is established between camera A and conclusion 2.
Pressure generated at port 12 semi-trailer receiver via terminal 2goes to the brake valve of the trailer andcauses it to switch to the position"disinhibited", while dropping
air from brake cylinders.
Release valvetrailer
963 001 05 . 0
Purpose:
Brake release (for systems with Tristop® cylinders), formovement of trailers in the uncoupled condition.
Operating principle:
When hitching a trailer to a tractor, make sure the piston (a) is not in"parking" position, if it hasplace, the piston must be manuallyshifted to the "drive" position. Atcoupler heads connection, compressedair enters through terminal 1-1 inchamber A. If piston (c) is stillis in the disengaged position,under the action of the supplied compressed
air extends into position "movement". Compressed air penetratesthrough terminal 21 to the brake valvetrailer and further into the trailer receiver.
From the receiver, compressed air enters through pin 1-2 to chamber B, openscheck valve (b) and through chamber C andpin 22 penetrates to the connectedfurther to the two-way valve of quick
bleed and freezes the cameras spring energy accumulators Tristop® cylinder.
In the disconnected state, output 1-1 a thus chamber A is also disinhibited.
To release the service brake system, the piston (c) moves in as far as it will gomanually using thebutton for this. Thusthe passage from output 1-1 to
conclusion 21 and a connection is established between chambers A and terminals 1-2.
Compressed air from the receiver to pins 1-2 passes through pin 21 totrailer brake valve and translatesthe latter in the "movement" position, whichreleases the brake cylinders.
When actuating the parking brake brakes, piston (a) extends.
Located in chamber C and at terminal 22 compressed air exits through the holebleed 3 out. connectedthen quick release valveswitches, and spring chambers
Tristop® Cylinder Energy Storage are disinhibited.
Trailer brake valve withpossibility of installationadvancing
971 002 150 0 and
Release valve
963 001 012 0
Purpose:
trailer system.
Operating principle:
1. Trailer brake valve
Compressed air from the connection car power head,through terminal 1 of the brake valve of the trailerpasses through the ring with a groove (c) to youwaters 1-2 and further to the trailer receiver.
car compressed air through the connthreading head "Brake" and terminal 4falls on top of the piston (a). Afterbirthny moves down and, resting against
valve (f), closes the outlet port (b) and opens the inlet (g). szhafresh air from the trailer receiver (outputs1-2) now passes through pins 2 tobrake lines connected behind themus, as well as through channel A to chamber C, cosgiving force on the valve (k).
As soon as the pressure in chamber C starts prevail, valve (k) opens underpressure spring (i). szhaThis air passes through channel B in the chamberru D and loads the piston (a) from below. In reas a result of the summation of forces, I actin chambers D and E, the control pressureNie, affecting the upperpiston top, becomes predominategiving and the piston(s) moves up.
rated braking piston (a) forthe entire braking process keeps
inlet (g) open.
pin (h), you can install the operapressure reduction of terminals 2 in relation toto terminal 4 up to a maximum of 1 bar.
After stopping the braking bill and, accordingly, after completionthe associated pressure relief withoutput 4 piston (a) under pressure inconclusions 2 moves to the extreme topher position. Now the intakevent (g) closes, outletport (b) opens. Available for youwaters 2 compressed air through the valve (f) andoutlet 3 goes to the atmospheresphere. Due to the decrease in pressure inchamber C available in chamber D compressedair through holes (j) of valve (k)again passes into chamber C and from there tooutlet port 3.
When the trailer is unhitched or when the supply line from output 1 sbrapiston surface (d) is reduced. Underby the force of the compression spring (e) and
available on the conclusions 1-2 pressure the piston (d) moves up and the valvepan (f) closes the outlet(b). As you move further upaway from valve (f) piston (d) liftsand the inlet (g) opens.
Compressed air available at terminals 1-2 the spirit passes through pins 2 to the plugfurther brake valves.
2. Trailer release valve
When using the brake valve trailer together with automatic controlbrake force regulator or regulatorrum brake force with manual adjustmentwhich without the brake release functiontrailer release pan 963 001 …0provides the ability to movetrailer uncoupled. Forthis piston (l) with button (m)manually moved up to the stop.
Thus, the passage is blocked from output 11 to output 1 of the brake valvetrailer and a connection is established betweenterminals 12 and 1 of the brake valvetrailer. Available at the output 12 davThe output from the trailer receiver passes tooutlet 1 trailer brake valve, obesoven switching it to position"disinhibited". Simultaneouslypressure is released from the brake cylinders.
If, when reconnecting flail to the car piston (l) will notmanually extended to the stop, the pressurecar power supply through pin 11 caI will switch it. Release valvevaniya returns to transportposition, and pin 11 and pin 1 torustrailer crane are connected by me I'm waiting for myself.
Trailer brake valve withpossibility of installationadvancing
971 002 152 0
Purpose:
Dual line brake control semi-trailer system when triggeredthe braking system of the tractor. helloactuation of the automatic devicesemi-trailer braking whenpartial or complete pressure dropin the supply line.
Operating principle:
a) Service braking:
tanie", through the output 1 of the brake valvethrough the ring with a groove (b) passes to youwaters 1-2 and further - in the receiver semi-trailerpa. At the same time, the piston (c) under the airby the action of supply pressure and forcecompression spring (d) moves down,dragging the valve (e). Graduationhole (a) opens, and terminals 2 withconnected to outlet 3.
When the brake system is activated pin 4 on the piston (k). Last penport (a) and opening the inlet port (f), withtouching the valve (e). Compressed cartspirit from the receiver of the semi-trailer (pins 1-2) now passes through terminals 2 to underfurther connected brake cylinders ram.
through channel B to chamber D, creating a force on the valve (i).
As soon as the force in chamber D starts to possess, valve (i) will open towardscompression spring force (h). Compressed airpasses through channel C into chamber E and loadpresses the bottom surface of the piston (k). INchambers A and E, control pressuretop side of piston (k)becomes dominant and the piston(k) moves up.
During service braking valve (e) closes the inlet (f), creatingposition of equilibrium. At fullbraking piston (k) holdsinlet (f) open to leak
By changing the pretension compression springs (h) with threadedpin (g), you can set the opera
we are a car and related resetsom air outlet 4 piston (k) replaced under pressure on terminals 2 inextreme top position. inlet
hole (f) remains closed and the outlet skin (a) - open. Compressed air onconclusions 2 goes to the atmosphere through fromvalve port (e) and outlet3. As a result of pressure reduction
in chamber A compressed air from chamber E hole cut (j) valve (i) again passdit to chamber D, and from there to graduation hole 3.
b) Automatic braking
the trunk line is droppingpressure at port 1, is taken off atpiston load (s). Under the influencewe eat compression spring force (d) and pressurereceiver on terminals 1-2 piston (s)moves up. Valve(s) closedvents outlet(s). Piston
(c) when moving further from valve (e) rises, openinginlet (f). Full pressurereceiver through pins 2 gets tobrake cylinders.
In the event of a break in the control line ing, as described above, sincepressure in the supply line of the cranetrailer brake control
reduced through leaky magic shoot as soon as the tractor starts tor mess.
Trailer brake valve withpossibility of installationadvancing
971 002 300 0
Purpose:
Dual line brake control trailer system.
Operating principle:
Compressed air supplied from the car beating through the connecting head "Pitanie ", through the output 1 of the brake valvetrailer through the ring with a groove (c) passdit to conclusions 1-2 and further - to the receiver.
When the brake system is activated car compressed air passes throughcutting the connecting head "Brake" andpin 4 to the piston (a). Last penmoves down, closing the outlet fromport (b) and in contact with the valve(f), opens the inlet (g).
Compressed air from the trailer tank (you water 1-2) now passes through the leads2 to downstream brake switchesus. Simultaneously compressed airtravels along channel C to chamber B, creating
valve force (k).
As soon as the force in chamber B begins to possess, valve (k) will open towardscompression spring force (i). Compressed airpasses through channel A into chamber D and loadpresses the bottom surface of the piston (a). INthe result of the summation of forces actingchambers D and E, control pressurepiston (a) becomes dominantgiver and the piston (a) moves up.
During service braking valve (f) closes the inlet (g), cosgiving a position of equilibrium. When the floorunder normal braking, the piston (a) holdsinlet (g) open to leakthe entire braking process.
By changing the pretension compression springs (i) with threadedpin (h), you can set the operapressure reduction at terminals 2 in relation toconnection to terminal 4 up to a maximum of 1 bar.
After stopping the car mobile phone and associated resetfrom port 4 piston (a) movespressurized on terminals 2 to the edgeits top position. intake portport (g) remains closed and outlet(b) - open. Compressed air outputdax 2 vents to the atmosphere through the valve(f) and outlet 3. As a resultthose pressure drops in chamber B compressfresh air from chamber D through the openings(j) valve (k) again passes into chamber B,and from there to graduation
hole 3.
When the trailer is unhitched or the pi breaks melting highway is carried out onpressure drop at port 1 and is removedpiston load (d). Under influencecompression spring force (e) and pressure pitension on terminals 1-2 piston (d)moves up and the valve (f) closesoutlet (b). Piston (d)further moving away from the valveon (f) rises, opening the inlethole (g). Compressed air from youtrailer waterway 1-2 passes through the exitdy 2 in full and gets to underfurther brake valves.
Order number for brake valve at flail 971 002 7.. 0. This also includesrelease valve 963 001 01. 0.
Restriction valvepressure
475 010 … 0
Purpose:
Outlet pressure limitation on co responsibly set value.
Operating principle:
Compressed air through terminal 1 (high pressure) and chamber A passes throughinlet (d) to chamber B and yesnext to terminal 2 (low pressure). Odnovbelt it acts on the piston (a),
which is initially held to the edge lower position with a spring compression tires (f).
If the pressure in chamber B reaches mask set for the bottom areapressure, then the piston (e) movesmoves down against the force of the springcompression (f). Valves (a and c), which aremove together, close the inletholes (b and d). If the pressure inmeasure B increases above the setvalues, then the piston (e) moveseven further down, opening in such a wayclose the outlet (h). Now outoverpressure vented to the atmospherethrough the piston bore (e) and outlethole 3. After reaching the settingfixed pressure outlet fromversion (h) closes again.
If due to leaks in the master whether low pressure will cause losspressure, then the piston (e) due tounloading will lift the valve (a). WPUthe skin hole (b) will open andsupply of compressed air toappropriate pressure. In the model475 010 3.. 0 piston (e) raises
valve (c), thus opening the inlet skin hole (d).
When air is bled from port 1 more than high pressure in cell B liftthe valve (c), as well as the positioningthere is a valve (a) on it. Inlet(d) open and reset
Pressure limit can be set move within a certain range, changespring preloadcompression pressure (f) using the adjusting th screw (g).
Relay valve
973 001 … 0 and
973 011 00. 0
Purpose:
Quick fill and descent compressed air from pneumatic devices, andas well as shorteningactuation of pneumatic brakes systems.
Operating principle:
When the brake system is activated compressed air passes through port 4 intochamber A and moves the piston (a)down. At the same time, the outlet (c)closes, and inlet (b) - openssya. Now the compressed air is at outlet 1passes into chamber B and through terminals 2 - toconnected brake cylinders.
The pressure in chamber B loads the piston(s). Once it's yesthe impression will become a little larger than thepressure in chamber A, porShen (a) will move up.
The inlet (b) is closed, with establishing a state of equilibrium.
If a partial fall occurs leniya in the control line, thenpiston (a) moves up again,while opening the outlet(c), and overpressure at outlet 2
exits to the atmosphere through outlet 3.
With a full reduction of the manager yes pressure at port 4 pressure in chamber Bmoves the piston (a) to the extreme topher position. This opensoutlet (c). Out connectedbrake cylinders air fullThe stew is reset through release 3.
Disconnect valve
964 001 … 0
Purpose:
Travel limitation in vehicles with lift removable devices.
Operating principle:
The release valve is mounted on the frame vehicle with the bolt (c). Tolkabody (b) is connected with a steel rope to axis.
If when lifting the chassis with a manual crane air suspension control distancebetween chassis and axle is increased bya certain value, then the pusher (b)is pulled down. Displacement valve(s)follows him and closes the passage fromoutput 1 to output 2. With further nethe displacement of the pusher (b) is carried outbleed air from outlet 2.
After lowering the chassis, the pusher (b) returns to its original positioning, and the valve (a) again releases the move.
Quick valve release of brakes
973 500 … 0
Purpose:
Quick release of air from extended control or brake masterlei and brake cylinders.
Operating principle:
In the absence of pressure, diaphragm (a) with slight preloadit builds on issue 3, closing with itsouter edge access from pin 1 to kameasure A. Compressed air that passes throughthrough pin 1, presses the outer edgeand through pins 2 gets connectedfurther brake cylinders.
With a decrease in pressure at outlet 1 dia fragma (a) bends up under the airby the action of significant pressure in themeasure A. Now the air from the brake qilindrov partially or completely assembledis released through release 3 in accordance withdecrease in pressure at outlet 1.
Ratio valvepressure with linearcharacteristic
975 001 … 0
Purpose:
Decreased braking force fixed axle during service braking,as well as a quick release of air from the torusbrain cylinders.
For trailers that are operated in mountainous areas and carry outlong downhill descents, alwaysthere is more wear on the brakelining of the front wheels, as due to
location on the front axle of large according to the size of the brake cylinders, racesread for emergency braking, atservice braking occursbraking. Thanks to the usepressure ratio valve torpower force for the front axle whenstubborn braking decreases the tablethat both axles are braked with the sameintensity, and on brake
force during emergency braking there is no effect.
Operating principle:
Piston (b) is held at its extreme top position thanks to the force of the springcompression tires (c). Aperture(s) closingThere is no passage from pin 1 to pin 2. Whenactuation of the brake systemthe air passes through port 1 to dia.fragme (a), creating an effort here. Howonly it will become more than effortcompression springs (c) installed from toforce of the screw (d), the piston (b) pressesdown. Compressed air passes throughouter edge of the diaphragm (a) and outputdy 2 to the downstream brake cylinders.
The air pressure generated at terminals 2 also acts on the diaphragm (a) from below andmaintains the force of the compression spring(With). As soon as it gets biggerthan the force acting on the diaphragm
(a) from above, then the piston (b) moves again moves to the highest position.
Thus, an equilibrium position is reached.
With further increase in pressure at terminal 1, the force of the compression spring (s) tothe compressed air is also gradually overcomethe spirit gets to the brake cylinders, notreducing your pressure. After lowerbrake pressure at terminal 1compression spring (c) depresses piston (b)to the highest position. Pressure inchamber B bends the diaphragm (a) up andair from brake cylindersor completely removed through the holeA and release 3 in accordance with the decline
outlet pressure 1.
3-way 2-positionmain valve
463 036 …0
Purpose:
Alternating connection of the working ma gistrali (consumer) with power magistral or with release, and in bothin their positions, the valve snaps into place.
Operating principle:
By pressing the rotary knob (a) in direction of rotation of the piston (b)moves down with the help of an eccentricka. Outlet (d) closesXia, inlet (c) - opens and compressed
air from port 1 passes through the port 2 to the working line. Upon returnhandles (a) to the initial position the piston(b) under the influence of a compression springmoves back to its original positionnie. The inlet (c) is closed andair is vented from the workinglines through the outlet (b) and output 3.
3-way 2-positionmagnetic valvenormally closed
472 1.. … 0
Purpose:
Air supply to the working line when current is applied to the magnets.
Operating principle:
stuffy cylinder, connects to the outputDN 1. Made in the form of a valve bodymagnet core (d) using forcecompression springs (b) hold closedty inlet (c).
core (d) moves up, youthe inlet (e) is closed, andinlet (c) - opens. Compressed cartthe spirit now passes from pin 1 to pinDN 2, into the working line.
new position. At the same time, the inlet fromversion (c) closes, exhaust (e) -opens, and from the working lineair is expelled through chamber A, ventversion B and issue 3.
3-way 2-positionmagnetic valvenormally open
472 1.. … 0
Purpose:
Bleeding air from the working line when current is applied to the magnets.
Operating principle:
The supply line coming from the stuffy cylinder, connected to the output1 so that the supplied compressedair passes into the working linethrough chamber A and output 2. Made in
valve-shaped magnet core (d) with using the force of the compression spring (b) holdlives closed inlet (c).
When current is applied to the magnet coil (a) core (d) moves up, vputhe opening (e) is closed and the outletskinny (s) - opens. Compressed airout of the working highway now
through pin 3, and is dumped from under further connected working cylinders.
After turning off the current supply to the coil ku magnet (a) compression spring (b)moves the core (d) back to the outcomenew position. At the same time, graduation fromport (c) closes, inlet (e) -
opens, and the supplied compressed air spirit through chamber A and output 2 again prowalks in the working highway.
brake valve trailer with RTS
475 712 …0
Purpose:
Two-wire brake control trailer system when triggeredvehicle braking system. Autoautomatic brake force adjustmentdepending on the download statuscar using the built-in regulatorbrake force meter.
Automatic trailer braking with a partial or complete fallleniya in the supply line. Braketrailer crane with built-in regulatorbrake force torus is used for
semi-trailers with multiple axles.
Operating principle:
Trailer brake valve with built-in fixed by brake force regulatoron the vehicle frame and through the lever withone with elastic element, locatedfemale on the axis. In unloaded statenii distance between the axle and the braketrailer crane with RTS maximum,lever (j) is in the lowest position position.
If the car is loaded, then it is the standing is reduced and the lever (j) is movedmoves from the absence positionload to full load position.
similarly adjusted disc cam moves the pushervalve (l) to the position correspondingcertain boot state.
Compressed air supplied from the car beating through the connecting head "Pitanya", through terminal 1 passes throughring with groove (h) to terminals 1-2 and beyond
piston (k) loaded with compressed air spirit, moves down, draggingvalve (g). Outlet(n) opens by connectingfindings 2 and issue 3.
When the brake system is activated car compressed air passes throughcutting the connecting head "Brake" andoutlet 4 to chamber A, loading the piston (b).
wai outlet (d) and opening the inletskinny hole (p). Served on youwater 4 compressed air enters chamber Cunder the diaphragm (e) and loads the active
accelerating piston surface (f).
At the same time, compressed air flows through the open valve (a) and channel E in kameasure B and loads the diaphragm (e). From toby the power of this prefeed yeschange is increaseddate number with little controloperating pressure (maximum up to 1.0 bar)when the vehicle is partially loaded. Ifcontrol pressure continues to increasechange, then the piston (r) is under the influencethe compression spring (s) movesup, closing the valve (a).
Under pressure created in the chamber C, accelerating piston (f) variableslumps down. Outlet (n)closes and inlet (m) openssya. Now the compressed air suppliedfrom terminals 1-2, passes through the inlet(m) into chamber D and through the terminals2 to downstream pneumaticskim brake cylinders. SimultaneouslyIt is in chamber D that pressure is created,which affects the acceleratorpiston (f). Once this pressurewill be slightly greater than the pressure inchamber C, relay valve (f)will move up, and the inlet fromport (m) will close.
Diaphragm (e) when moving the piston (b) down superimposed on curlywasher (o), thus increasing theactive surface of the diaphragm. Howonly the force acting in chamber Con the diaphragm, will become equal to the force, effectblowing on the piston (b), the last startno move up. intake fromthe hole (p) will close, creating a position balance.
The position of the valve lifter (l), depending from the position of the lever (j), isdecisive for brake pressuregenerated at the output.
the active surface of the diaphragm (e). IN fully loaded position pressure oninlet 4 adjustable 1:1chamber C. When the relay valve(f) loaded full pressure, He
holds the inlet (m) by standing open and adjustable torusbrain pressure does not occur.
When braking the brake system we car and the corresponding resetall air from port 4 boosterpiston (f) moves to the extremetop position under pressure conclusions 2.
Outlets (d and n) open and compressed air available at the outputdax 2 and in chamber C, escapes into the atmosphere through release 3.
Automatic braking:
In the event of a disconnection or power failure piston (k). Under pressure resiver available on pins 1-2,
piston (k) moves up. Cla pan (g) closes the outlet(n). On further movementup the piston (k) rises fromvalve (g), opening the inlet portelement (m). Air from the receiver through youwater 2 passes to the brake cylindersram. Breakage of the brake lineautomatic braking is carried outing, as described above, sincepressure in the supply line anddo not control trailer brakessqueezed through a leaky brakehighway as soon as the car is onstarts to slow down.
Automatic regulatorbrake force torus
475 713 …0
Purpose:
Automatic brake adjustment force of pneumatic brake cylindersfirewood depending on the state of the load ki car.
Operating principle:
vehicle frame and adjustable fromby the power of the connecting cable,attached to the axle with a springstretching. In unloaded statenii the distance between the axle and the regulatorrum brake force maximum and rychag (f) is in position corresponding tooperating brake pressure atno download. If the carload, then reduce this distanceand the lever (f) moves out of positionzheniya in the absence of loading in positionfull load. I'm turninglever operated (f) disccam (g) moves the tappetpan (i) to a position corresponding tocertain download.
Compressed air, adjustable brake trailer crane, through output 1 aboutgoes to chamber A, loading the piston (b).
The last one moves down, close opening the outlet (c) and openinginlet (k). Now compressedair enters chamber E under the diaphragmmu (d), as well as through pins 2 to connect cylinders.
gear increase number with a small controlpressure and partial loadbeat. If the pressure increasesfurther, then the piston (l) under the influencecompression spring pressure (m) variablemoves up, closing the valve (a).
nya (b) the diaphragm (d) is separated from the(b). Active diaphragm surface
increases in this way until until there is more top on toppiston. Piston (b) again atrises to close the inletelement (k). Equilibrium position reachednooo. (Only in full load position)ki "1:1" inlet (k) remainsopen). Then measured in toruspowerful chambers when fully loadedcar pressure corresponds to the pressureniya, which is supplied from the braketrailer valve to the brake regulatorforces. With partial load and with it fromin the absence of this pressure is reduced.
piston (b) pressurized in chamber Emoves up. Graduation holevalve (c) opens and the compressed air isgoes into the atmosphere through the pusher clapan (i) and issue 3.
the air passes through channel C in the chamberru F and loads the O-ring(e). The ring is pressed against the pushervalve (i) and brake pressure > 0,8 bar there is a power connection betweenvalve lifter (i) and housing.
air springs dependingbridge from the control pressure pnevmatic balloons.Operating principle:
The brake force regulator is mounted on car frame with issue 3, lookingpull down. Pins 41 and 42 are connected topneumatic cylinders of the right andleft side of the car. air pressurespirit (control pressure) from pneumatic cylinders affectspistons (m and k). Depending on pressureair (it corresponds to the stateloading direction) guide sleeve (i) withthe manager located on itlatch (h) is displaced under the influencesprings (z) and is adjusted in positionadjustment corresponding toloading stand.
When the pneumatic torus is actuated the brain system compressed air passesfrom the brake valve of the trailer through youwater 1 into chamber A and loads the piston (d).
The last one moves down, close opening the outlet (e) and openinginlet (c). Now compressedair enters chamber B under the diaphragmmu (f) and through terminals 2 to the connected
At the same time, compressed air flows through the open valve (b) and channel F in the kameasure C, loading the upper surfacediaphragm (f). With the help of this prepositive pressure supply increasesXia gear ratio with a smallcontrol pressure at partialloading. If the control pressurecontinues to rise, piston (a)moves upward under the influence of forcecompression springs (s) and valve (b) closing there is.
During the reverse movement of the piston nya (d) diaphragm (f) is separated from theflowing in the gasket regulator and atlies against the fan-shaped part of the piston(d). Active bottom diafragment (f) increases in this wayuntil the forces on the piston are on top andand from below will not become equal to the force on the bottomdiaphragm surface. Piston (d)rises, closing the inlet fromversion (c). Dos equilibrium positioncrushed. (Only in the position of fullload inlet (c) remainsopen). Then measured into the brakecylinders, the pressure corresponds toload status and brake pressuresupply from the brake valvecar or trailer.
After reducing the brake pressure (release) piston (d) under pressuremovement in chamber B moves up.
Outlet (e) opens and compressed air is released into the atmospherecut valve lifter (r) and outlet 3.
During any braking process, compression This air passes through channel D in the chamberru E and loads the rubber shapeddetail (p). This item is pressed againstvalve lifter (r) and brake
pressure > 0.8 bar, a force connection between valve tappet(r) and body. Thus beforethe exact number in the controller is blocked andoccurs only when dynamicredistributing the load on the axle duringname of the braking process. If at hourload pressure pneumaticallycylinders increases, then the roller(g) pressed under the influence of the springwomen (o). Push rod (r) stays in positionzhenie adjustment, as he was instart of braking.
To check the brake force regulator a control is attached to pin 43hose. When screwing the hose onshen (n) it moves, interrupting thatHow is the relationship between pins 41 and42 and pistons (m and k). Simultaneouslycompressed air is suppliedfrom port 43 to pistons (m and k). In thatcondition of the brake force regulator
Trailer brake valve with RTS nen especially for semi-trailers withair springs andhow many axes
Operating principle:
Trailer brake valve with RTS fixed on the frame of the car with release 3, seeroaring down. Pins 41 and 42 connectXia with pneumatic cylinders rightand left side of the car.
Air pressure (control pressure nie) from air cylindersacts on the pistons (p and o). dependingsti from the control pressure (it correspondscorresponds to loading state)bushing (n) together with the locatedon it with a distribution camdisplaced under the influence of a spring(m) and is adjusted to a certainstate of affairs downloads.
Compressed air supplied through the unit head of the car "Pitanya" through terminal 1 passes throughgrooved ring (h) to pin 1-2 and beyondto the receiver of the semi-trailer. Simultaneously
the piston (r) moves, loaded from below with compressed air, entrainingfight valve (g). Outlet (t)opens and pins 2 are connected to release 3.
When the brake system is activated car compressed air passes throughcutting the connecting head "Brake" andoutput 4 to chamber B and loads the piston(b). The latter moves downclosing outlet (d) and openinginlet (v). Adjustableat outlet 4, compressed air enters themeasure C under the diaphragm (e) and loads the accactive surface of the accelerator piston (f).
At the same time, compressed air flows through the open valve (a) and channel G in kameasure B, loading the upper surfacediaphragm (e). With the help of this preincreasing pressurethere is a gear ratio with a smallcontrol pressure (up to max.1.0 bar) at partial load. If packequalizing pressure continues to risethief, the piston (w) moves upunder the force of a compression spring(x) and valve (a) closes.
Thanks to the created in the chamber With yes the accelerating piston (f)moves down. Outlet (t)closes, and the inlet(s) fromcovered. Supply compressed air
on output 1-2 now passes into the chamber D and through pins 2 gets to the connfurther specified pneumatic brake cylinders.
In this case, pressure is created in chamber D which affects the loweraccelerating piston surface (f).
As soon as this pressure becomes a little more than the pressure in chamber C,the pressure piston (f) will moveup, covering the inlet(s).
During the reverse movement of the piston nya (b) the diaphragm (e) is adjacent to the figureswasher (u), increasing in this wayzom the active surface of the diaphragm.
As soon as the force acting in the chamber C to the lower surface of the diaphragm,becomes equal to the force acting on theshen (b), it will move up. Inletopening (v) will close, creating
balance position.
The position of the valve lifter (i), depending from the position of the guide sleeve(n) is defining for the controlbrake pressure. Piston(b) with a shaped puck (u) mustsew a move corresponding to the positionvalve lifter (i) before it worksthe valve (c) melts. Thanks to this movethe active surface also changesdiaphragm (e). In the full positionload pressure applied to terminal 4,transmitted to chamber C with a transmissionnumber 1:1. When the acceleratorshen (f) is loaded with full pressure,it holds the inlet(s)
permanently open.
When releasing the brake system we are a car and related resetce air outlet 4 boosterpiston (f) pressurized at terminals 2moves to the highest positionzhenie. Outlets (d and t) fromcovered and compressed air availableat terminals 2 and in chamber C, goes to atmthe atmosphere through release 3.
During any braking process, compression This air passes through channel F in the chamberru E and loads the rubber profiledetail (k). She presses against the pushervalve (i) and brake pressure> 0.8 bar a power connection occursbetween the valve lifter (i) and the bodycatfish Regulator gear ratiois blocked and remains so when the dynamechanical redistribution of the loadon the axle during braking. If atpartial load increaseslenie in pneumatic cylinders, then rothe face (l) is pressed against the spring (j). Tolkatel (i) remains in the adjustment positionki, as he was at the beginning of the brakezheniya. To check the regulatorpower forces at pin 43 is attached to the controll hose. After screwinghose piston (g) moves to
body, thus overlapping with connection between terminals 41 and 42 andpistons (p and o). Tired at the same timethe pneumatic connection is pouredbetween terminal 43 and the piston. In that
condition of the brake force regulator moves to the adjustment position inaccording to the air pressure incontrol hose.
Automatic braking:
In the event of disconnection or power failure highway is discharged fromthe top of the piston (r). Under impactby measuring the pressure of the receiver available
at pin 1-2, the piston (r) moves up and valve (g) closes the outlethole (t). Upon further transferpiston (r) upfrom valve (g) by opening the inlet fromversion(s). Now the total pressure issiver through pins 2 gets to the brakeozny cylinders.
ZIL-131 - specifications, photos, modifications review
The legendary truck with a military spring - ZIL-131. The history of the car, which brought to life the task of the heads of the USSR, which continues to serve in various fields to this day. The specifications in the tables and the description of the working qualities make it possible to understand why the car has such a valuable reputation. Whole the lineup ZIL.
Car history
In 1959, the workers of the Likhachev plant set the goal of improving the production of the 130 models and the 131 modification. Such a call for productivity was due to the twenty-first party congress, or rather, the plan adopted at it for the development of the national economy.
To achieve the goal, just worthy trucks were required. However, ZIL-131 was intended for a special economy - for military purposes. Previously, the Soviet army had ZIL-157 at its disposal, which by the end of the 50s was beginning to become obsolete.
Despite the fact that prototypes of the ZIS-130 began to be tested in the mid-50s, they planned to send the car to the assembly line only in 1962. Such a long period was partly due to a number of unforeseen situations, which, although not immediately, were successfully dealt with.
Subsequently, on the basis of this model, the development of the ZIL-131 began. Prototypes military modification appeared in 1966 and almost immediately successfully passed all the tests. And so, in 1967, the Likhachev plant finally began production of the 131st model.
Over a fairly long period of testing, the performance of the machine and its operational capabilities have been significantly improved. This was also facilitated by the constant improvement of the ZIL-130 base chassis.
As a result, the main characteristics of the car were largely improved, the cross-country ability and carrying capacity increased due to the new frame structure and improved engine, the driver's workplace, along with the cab, acquired the first signs of ergonomics.
For the 1960s, such off-road truck innovations were received with enthusiasm. Production did not stop there, and in 1986 the ZIL-131 had a new power unit, which made it possible to raise the bar of abilities and reduce the loss of resources during the operation of the car.
Exterior and cabin
Like most of their models, ZIL made the "131" model with a bonneted body layout. The cabin outwardly was an exact copy of the "hundred and thirty", only mostly all the samples were painted in khaki.
The design also remained all-metal. Turning out to be impractical, the front part was replaced, and again with a finished one, only now from the ZIL-165. Bent fenders and intricate grille shape were replaced with simpler but more rigorous elements.
In the 60s of the last century, such a design was akin to revolutionary, not to mention the comparison of the new model with the “157” sample. For almost forty years, the appearance of a military truck has changed only in small details. Most of all, the new windshield, which was made panoramic, catches the eye.
It was not advisable to hide the engine under the cab, as this had a negative effect on several factors at once: access to the engine compartment in the field worsened, and increased danger was created if the engine was damaged during hostilities.
Given the focus on army needs, the appearance was similar to another class brother - Ural-375. The country was one, and the enterprises were completely subordinated to the state. The main differences were different solutions to technical issues and engineering constructions.
Body possessed typical characteristics, having on board two folding benches and one removable. The sides cannot recline, except for the rear, but this does not interfere with convenient loading and unloading.
To stretch the awning, you can install special arcs. The structure of the car made it possible to install instead cargo body and other modules, such as a field kitchen, a first-aid post, a radio station, Katyusha, S-125 rocket launchers; as well as civilians - an arrow with a cradle, a fire engine.
It was comfortable to be inside due to several innovations. The already mentioned windshield significantly improved visibility compared to previous version"157". Improved thermal insulation allows you to drive the car in warmth, even in winter frosts.
The driver's seat was separate from the dual passenger seat and was adjustable for height, reach and back angle. The dashboard has a minimum number of sensors that provide the driver with all the necessary information:
- Gasoline level;
- Voltmeter/ammeter;
- Speedometer;
- Oil pressure;
- temperature level;
- Tachometer.
Of the controls, only one is located on the steering column - the turn lever. Large mirrors give good review rear view, reducing the dead zone to a minimum even with a trailer.
Engine
Since, first of all, the car was created with the aim of conquering off-road, the power unit had to be powerful enough. The carburetor ZIL-5081 was perfect for this, given that it was developed specifically for this machine.
| Engine | ZIL-5081 |
| Number of cylinders | 8 |
| Cylinder arrangement | V-shaped at an angle of 90o |
| Number of cycles | 4 |
| Cylinder diameter | 100 mm |
| piston stroke | 95 mm |
| Engine capacity | 5.97 l |
| Compression ratio | 6,5 |
| Power in kilowatts | 110,3 |
| Engine power in horsepower | 150 |
| Max Torque | 410 newton meters |
| Max speed | 85 km/h |
| Maximum speed in a road train | 75 km/h |
| Cooling type | liquid |
| Fuel type | Gasoline A-76* |
| Car Fuel Consumption# | 35 liters per 100 km |
| Fuel consumption as part of a road train# | 47 liters per 100 km |
*Larger octane numbers are also suitable.
#Numbers shown are averages.
Subsequently, the unit received a refinement in the form of a starting heater built into the cooling system.
The clutch disc was supplied with damper springs to soften the transition of the gearbox stages. The main difference from the ZIL-157 was access to only two rear axles, the front one was switched on automatically by a special electro-pneumatic drive.
| Vehicle dimensions | |
| Length | 7040 mm |
| Width | 2500 mm |
| Height | 2480 mm |
| Platform dimensions | |
| Length | 3 600 mm |
| Width | 2322 mm |
| Height | 346 mm |
| Height including awning | 569 mm |
| loading height | 1430 mm |
| Wheelbase | 3 350 mm |
| Ground clearance | 330 mm |
| front track | 1 820 mm |
| Rear wheel track of both axles | 1 820 mm |
| Wheelbase | 6x6 |
| Outside turning radius | 10.2 m |
| Tire size | 12,00-12 |
| Crossable ford | 1.4 m |
| Gradeability | 30o |
| winch length | 50 m |
| load capacity | |
| By highway | 5 000 kg |
| On the ground | 3 500 kg |
| Trailer weight | 4 000 kg |
| Weight in full gear | 10 425 kg |
electrical system
A significant feature was the study of sealing and insulation. IN basic versions the whole system is shielded and non-contact transistor, which ensures good operation, even in the most difficult climatic conditions.
Accordingly, the screens minimized the presence of interference during ignition, and the sealing ensured the stability of the contacts from short circuits while overcoming the ford. Devices run on batteries total power 12V and a special generator.
Suspension
Suspension front dependent, working on two springs with sliding rear ends. Shock absorbers are also used. Concerning rear suspension, then here it is balancing, on two springs with six rods. The brakes are represented by a system based on drum mechanisms and a pneumatic, as well as a mechanical drive.
Advantages and disadvantages
Car ZIL-131, like most Soviet technology period from the 50s to the 70s has a unique chassis that allows you to create the necessary modifications without unnecessary complications.
Specifications allow all systems to work in the most extreme conditions demonstrating its reliability. The truck was used and is still used not only for military purposes, but also for civilian needs.
The appearance of the car contributes a lot to the current existence, since its simplicity and the availability of everything necessary were clinging both in the years of its creation and now.
Despite clear advantage ZIL-131 over ZIL-157, the second was produced for another 20 years from the moment the heir appeared.
The negative quality is the gradual aging of the model. There are ever higher demands and more complex tasks. In this regard, in 2002, the ZIL-131 was discontinued.
Also, working on gasoline makes this car extremely uneconomical, and diesel versions almost impossible to meet. The price issue for someone will be a minus, but for someone a plus.
ZIL-131 with low mileage and good condition can be bought within a radius of 160-270 thousand Russian rubles. Various modifications, taking into account the cost of the module, can reach 600 thousand rubles in price.
Modifications
- ZIL-131 - basic modification;
- ZIL-131A - version with unshielded electrical equipment, which she received from ZIL-130. Its differences from base case consisted in the absence of special military equipment, an average bench in the back and a searchlight. The release of the car ended in 1971;
- ZIL-131V is a truck tractor built on the basis of ZIL-131. The car had 2 spare wheels, a shortened frame and a fifth wheel coupling. The car was used to transport goods together with a semi-trailer weighing 12,000 kg (on dirt roads - 10,000 kg). Produced in 1968-1986;
- ZIL-131D - experimental chassis for dump trucks; did not go into mass production due to many flaws;
- ZIL-131D - a model with the same name and the Caterpillar engine, created in 1992. Its production lasted 2 years;
- ZIL-131N is an upgraded version of the base model. The main differences: the new engine "ZIL-5081", an increased resource (250 thousand km), an awning made of synthetic material and improved optics. Production of the ZIL-131N ended in 1987;
- ZIL-131NA - analogue of ZIL-131N with unshielded electrical equipment;
- ZIL-131NV - a truck tractor with an improved platform;
- ZIL-131N1 - modification with a 105-horsepower diesel unit "D-245.20";
- ZIL-131N2 - version with a 132-horsepower diesel unit "ZIL-0550";
- ZIL-131S and ZIL-131AS - versions in the northern version. These models were equipped with a cabin with an autonomous heater, rubber products resistant to frost, additional thermal insulation, fog lights, battery thermal insulation and double glazing. Cars were used at temperatures up to -60 degrees;
- ZIL-131NS, ZIL-131NAS and ZIL-131NVS - improved versions in the northern version;
- ZIL-131X - a model for desert and hot areas;
- ZIL-131-137B - road train;
- ZIL-131 KUNG (unified body of zero dimensions) - an insulated building with a stove and an air purification station (FVUA-100N-12) can serve for a wide range of military needs.
- ZIL-131-ATZ-3 - tanker;
- ZIL-131-MZ-131 - oil tanker;
- ZIL-131-ATs-40 - fire truck.
A special installation made it possible to maintain autonomous heating, which worked by burning working fuel.
Summing up
35 years have passed from 1967 to 2002. During this time, the model under consideration has been improved more than once, which successfully affected its performance. As a result, the model "131", created at the Likhachev plant, received the highest award for the product - the USSR quality mark.
Despite the end of production and replacement with newer prototypes, the ZIL-131 is still found on the roads of the post-Soviet countries. Cars faithfully serve in various spheres of the national economy, implementing the plan set by the CPSU Congress back in 1959.
Source: http://all-auto.org/883-zil-131.html
Zil 131: technical characteristics (TTX), carrying capacity, fuel consumption per 100 km, military vehicle with KUNG
The three-axle all-terrain vehicle ZIL-131 formed the basis car park in the Soviet Army and the armies of the countries participating in the Warsaw Pact. Machines equipped with a cab with a panoramic windshield, angular front fenders and the famous KUNG can be found in the most remote corners of the globe.
The versatility and strength of the chassis design made it possible to use the machine to install various other superstructures other than the KUNG. The skill of the Soviet designers who developed this machine is evidenced by the fact that it was produced from 1966 to 2002.
History of creation
The development of the ZiL-131 all-terrain vehicle began simultaneously with the start of work on the modernization of the ZiS-151 truck, which led to the creation of the ZiL-157. To work out the solutions, two experimental vehicles were built under the designation ZiS-128 and 128A. These machines became the basis for the first prototype ZIL-131, built in 1956.
A feature of the new all-terrain vehicle was the wide unification of nodes with a promising civil car ZIL-130. The project included two modifications of the all-terrain vehicle - the ZIL-131 tractor for artillery units and the ZIL-131A flatbed truck, designed to deliver personnel with weapons. Initially, the project did not provide for a wheel inflation system in motion.
Experimental machines were equipped with a promising 6-cylinder ZIL-E130 engine, which could not be brought to mass production. For this reason, a motor borrowed from the ZIL-130 began to be installed on the all-terrain vehicle.
Due to the special requirements of the customer to overcome the fords, the ZIL-131 transmission units had joints sealed with a special paste, and electrical equipment was used that could withstand water obstacles.
The engine exhaust manifold was cast from malleable iron and assembled in three parts. Due to this, he withstood the sudden changes in temperature that are inevitable when an all-terrain vehicle moves through a ford.
Acceptance tests of the ZiL-131 and 131A took place in 1959, and the modification indices were reversed. The army abandoned the use of the tractor, and only the onboard version of the ZIL-131 was built in the series. The designation 131A appeared in production program plant in 1971 - it was assigned to the civilian version.
The development of the ZIL-131 went on for a long time - the plant sent the first batches of vehicles to the customer only at the end of 1966. The assembly of cars went on in Moscow until 1994. In addition, from 1987 to 2002, all-terrain vehicles were assembled in Novouralsk at the UAMZ plant.
Since 1994, the all-terrain vehicle ZIL-4334 has been produced, which differed in the cabin and could be equipped with various engines. Latest Machines were collected in 2016.
Design description
The ZiL-131 all-terrain vehicle is capable of carrying cargo weighing up to 5000 kg on paved roads and up to 3500 kg on unpaved roads. For increase off-road performance a system of centralized air pressure regulation in tires and axles with the same track width are used.
The crankcases of the bridges are located in one line, which made it possible to reduce resistance when driving in deep snow.
The all-terrain vehicle is able to overcome water obstacles with a depth of up to 1.5 m.
At the heart of the all-terrain vehicle is a frame made up of two spars and five crossbars. To ensure the strength of the structure, the spars have a variable section along the length. The connection of the frame elements is made on rivets.
Engine
On serial army all-terrain vehicles ZIL-131, an 8-cylinder 150-horsepower engine was used with carburetor system nutrition. The cylinders are located in two blocks mounted at right angles. A feature of the engine is an elongated oil receiver and other oil sump that allows you to work with longitudinal slopes up to 30⁰, and with transverse up to 20⁰.
The engine has a volume of 5.996 liters and is equipped with heads for a compression ratio of 6.5. The joints of engine parts are sealed with a special paste. By separate orders, cars were produced with an engine equipped with a block and a piston group from the ZIL-375 engine.
The upgraded ZIL-131N was equipped with a 150-horsepower engine with modified block heads that had screw-shaped gas distribution channels. The engine has become a little more economical and more durable.
In 1992, the diesel engines of the Minsk plant of the D-245 model (105 ... 108 hp), as well as the 132-horsepower ZIL-0550 turbodiesel, began to be used.
In small batches, cars were built with an imported 143-horsepower Perkins Phaser 145T diesel engine.
Hydraulics and steering
The hydraulic system on the ZIL-131 all-terrain vehicle is used only in steering. The steering gearbox is built according to the scheme of a screw with a nut, similar to the ZIL-130 truck.
The hydraulic system was mounted on a ZIL-137 truck tractor and used to drive the wheels of an active semi-trailer.
When driving, the engine drove a gear pump through a power take-off gearbox. Fluid under pressure up to 150 MPa was supplied to hydraulic motors mounted on the axles of the semi-trailer. The liquid was then returned back to the supply tank.
Transmission
All-terrain vehicles ZIL-131 and 131N are equipped with a dry-type clutch with one working disk. A 5-speed synchronized (except first gear) gearbox is attached to the clutch housing. To distribute the torque along the axes, a 2-speed transfer gearbox is used. The crankcases of the box and gearbox are sealed with sealing paste.
Two shafts go from the gearbox to the front and middle axle with a through passage. Torque is transmitted to rear axle with a short shaft. Front axle it is connected manually or automatically using an electro-pneumatic drive, which is triggered when the reduced row is turned on in the transfer gearbox.
The main box is equipped with a 1-speed power take-off, which is used to drive the winch. The inclusion of the gearbox is electro-pneumatic, carried out from the cab.
electrical system
The ZIL-131 all-terrain vehicle is equipped with a DC electrical system with an operating voltage of 12V. The negative output of the system is connected to the case. Knots electrical system have screens to protect against interference, as well as protection against water ingress.
Brake system
applied on the truck pneumatic system brake drive. Mechanisms drum type, located on all wheels. Parking brake installed at the outlet of the transfer gearbox. The brake chambers were equipped with a drainage system for draining water that accumulated in the hulls when overcoming water obstacles.
Add-on options
The onboard all-terrain vehicle ZIL-131 was equipped with a wooden platform. There was a metal frame around the perimeter. The supporting transverse bars of the body are also made of metal. Only the tailgate leans back, the rest have an increased height. Folding benches for 16 people are located on the side boards.
In the center of the platform there is a place to install a third bench, designed for 8 people. The truck was equipped with an awning, which is stored in a separate container behind the rear wall of the cab.
A large number of army all-terrain vehicles ZIL-131 were equipped with a closed van of the KUNG type.
Radio communication and surveillance systems, repair equipment, etc. could be placed inside. The vans are equipped with a ventilation and air heating system with an autonomous heater. The air intakes of the ventilation system are equipped with filters.
Specifications
Application
All-terrain vehicles ZIL-131 have become one of the main vehicles for the creation of fire equipment. On the basis of the machine, tank trucks, hose trucks, and ladders were manufactured.
In the army, the chassis of the all-terrain vehicle was used to accommodate installations salvo fire, anti-aircraft missile systems "Volkhov" and S-125. The dimensions of the ZIL-131 were suitable for delivery by army transport aircraft, such as the An-22 or Il-76.
The trucks had standard attachment points that allowed the vehicle to be installed in the cargo hold of the aircraft. Army truck tractors were used in conjunction with OdAZ-778M or 9325 semi-trailers. Semi-trailers were used to deliver military cargo or components of missile systems.
Modernizations
The ZIL-131 all-terrain vehicle underwent one modernization during production, which occurred in 1986. The changes affected the engine, which began to consume less fuel. At the same time, the number of harmful emissions waste gases. The used tarpaulin awning was replaced with a cheaper and more durable synthetic one, unified with products for KamAZ trucks.
The carrying capacity increased by 250 kg when driving on dirt roads. Upgraded army all-terrain vehicles received the designation ZIL-131N, and civilian - 131AN.
Civilian vehicles lost their extra fuel tank.
By the forces car assembly plant in the city of Chita, all-terrain vehicles ZIL-131S were built, designed to work in the conditions of the Far North. The cabin had additional insulation and double glazing. The machines were completed fog lights, system preheating, autonomous heater. Rubber products maintained performance at temperatures down to minus 60⁰С.
Source: https://WarBook.club/voennaya-tehnika/boevye-mashiny/zil-131/
Military ZIL-131, fuel consumption and vehicle specifications, cab, gearbox and engine overview, device, dimensions and weight
ZIL-131 - the legendary Soviet off-road truck, which was developed along with the 130th. The consumer liked this car for its simple design, high reliability And inexpensive service. Transport has become widespread both in the economic and military spheres.
History of creation
The ZIL-131 car was introduced as a prototype in 1956. After passing all the necessary tests and tests, the truck was accepted into the plan for the development of mass production. It was planned to start in 1961, but due to some problems, the start of production had to be postponed.
The first production batch rolled off the assembly line in 1967. For eight years, the engineers did not waste time in vain and managed to refine their offspring to make it even better.
The new truck, developed on the basis of the 130th, was supposed to replace the ZIL-157 in the Soviet Army, which ceased to cope with its direct duties.
The new transport turned out to be better in everything: cross-country ability, speed, comfort, carrying capacity.
Main varieties
The truck chassis made it possible to install various superstructures, so the car was used in many areas of life, including the military. Compared to the previous generation, the fuel consumption of the ZIL-131 was lower. The installed power steering and tire pressure monitoring system allowed the driver to pass through difficult obstacles. The ZIL-131 winch made it possible to pull out stuck cars.
ZIL-131 airborne - classic truck with a wooden body, which has a metal frame. All sides, except for the rear, are closed. Inside the body along the sides there are folding benches that can accommodate up to 16 people. A design feature was the plumage, which also protected the motor from foreign objects.
ZIL-131 manipulator - high-strength car, which is based on carbon steel. The body and frame were made from this material. Many designers liked the high strength, so it was decided to use this modification to install crane or other special equipment.
ZIL-131 dump truck long history didn't see. The first two models hit two business enterprises. After that, several more orders were made for projects for the construction of residential buildings. This modification was not widely used, so the project was closed.
The design of the car was made for off-road driving. It was equipped with innovative bridges, eight-ply tires with a special tread pattern that increases grip and center differential. In terms of cross-country ability, the result is no worse than that of tracked vehicles.
The total number of modifications exceeds 15 pieces. Military demand was high: the truck was used for armaments. For example, "Katyusha". The use of Kung was widespread: the use of a covered van made it possible to transport service stations, radio communication points, and much more.
Widespread use was in aviation. Transport was equipped with aircraft maintenance equipment. Also worked great with snow removal equipment in urban areas and airports. The installation of the tank made it possible to transport gasoline, oil, etc. ZIL-131 firefighter is a common modification of a car.
ZIL-131 device: features
The power unit of the car is under the hood. The cabin is all-metal, accommodates two passengers and a driver. The seat of the driver and passengers is separate. The driver can adjust his seat in the horizontal and vertical planes, as well as adjust the backrest.
The cab of the ZIL-131 was taken from the civilian version 130, but the soldiers did not like it. After several released batches, it was replaced by a cab with a ZIL-165.
Its design was not only incredible in the second half of the last century, but still remains attractive. The car turned out to be more comfortable than the previous generation.
The windshield was panoramic, consisted of two parts and provided a wide view.
ZIL-131 was similar to other domestic trucks with high cross-country ability. The main competitors were Ural-375 and ZIL-157K. The high similarity of such transport is explained by the unified Soviet standard in force in the design of trucks. Differences could be seen in small nodes and a different approach to production.
For many years, engineers have been trying to solve a difficult problem: how to reduce the cost of a car and not lose high level TTX? Somehow they managed to solve this problem, as a result of which a high-quality, reliable product was born. After the release of the 131st, they planned to curtail the production of the 157th, however, they were produced in parallel for the next 20 years.
ZIL-131: specifications
The main characteristics include:
- Length - 7 meters;
- Width - 2.5 meters;
- Height - 2.48 or 2.97 (with awning) meters;
- Ground clearance - 33 centimeters;
- The maximum cargo weight is 3.5 tons.
Truck buyers especially liked high permeability, excellent stability on the road and good handling. The ability to move off-road is provided by six driving wheels. This design made it possible to move along the northern snowy roads during various expeditions.
Not superfluous was the system of remote control of pressure in tires. When moving to the ground, it is recommended to reduce the pressure to increase the permeability. With such a mechanism, the driver could do this from the passenger compartment while driving. Also, this system made it possible to continue driving with a slight tire puncture due to constant air pumping.
Many technical nodes were taken from the 131st and received some improvements. V-engine ZIL-131 had eight cylinders. It contained 6 liters and 150 horsepower. The same power plant was used in the ZIL-130.
The difference was in the cooling system: a preheater was added to it, which is indispensable assistant V very coldy. Fuel consumption is 35-40 liters per 100 km.
The truck has two tanks of 170 liters each.
ZIL-131 dry clutch with one disc. The ZIL-131 box was synchronized, had five steps. It was supplemented by a two-stage razdatka. The ZIL-131 checkpoint had high strength and broke down only after 200-300 thousand kilometers. The front axle ZIL-131 was switched on automatically due to the electro-pneumatic mechanism. The car is capable of accelerating up to 80 km / h.
What can be the conclusion?
Transport was in great demand, so it was used in all countries of the USSR. Exports to Africa and Asia were also established. For 23 years of production, about one million cars were produced in various modifications. In 1990, production was moved to the Urals, where it continued for another 12 years, after which they began to produce an analogue of a truck, but under a different name.
Cars continue to operate today. Their dimensions allow you to move around the city to various construction and utility facilities. ZIL-131 never used diesel, but some owners install it themselves diesel engines to reduce fuel costs.
On secondary market such a truck of 90-91 years of production can be bought for 100-110 thousand rubles. Young copies of the early 00s will cost the buyer 350-400 thousand. The final price tag depends on the external and technical condition of the vehicle. Some owners rent out. The average price is 1000 rubles per hour.
