UAZ 469 with wheel gears. Bridges on the UAZ

14.09.2020

39 ..

REAR DRIVE AXLE OF UAZ-469

Rear axle of UAZ-469

The rear axle housing (Fig. 65) is detachable in a vertical plane and consists of two parts: the housing 51 and the cover 1, connected by bolts.

Rice. 65. Rear axle UAZ-469:
1 - cover of the crankcase of the main gear; 2 - differential bearing; 3 - adjusting gasket; 4 - sealing gasket; 5 and 7 - drive gear bearings; 6 - adjusting ring; 8 - stuffing box; 9 - flange; 10 - nut; 11 - mud deflector; 12 - oil ring; 13 - shims; 14 - spacer sleeve; 15 - adjusting ring; 16 - main gear drive gear; 17 - satellite; 18 - right axle shaft; 19 - wheel gear housing; 20 and 29 - oil deflectors; 21 - axle bearing; 22 - retaining ring; 23 - sealing gasket of the gearbox housing; 24 - cover of the crankcase of the wheel gear; 25 - bearing; 26 - retaining ring; 27 - brake shield; 28 - brake drum; 30 - wheel stud; 31 - trunnion; 32 - hub bearing; 33 - gasket; 34 - lock washer; 35 - leading flange; 36 - hub bearing nuts; 37 - lock washer; 38 - bushing; 39 - driven shaft of the wheel gear; 40 - retaining rings; 41 - gaskets; 42 - stuffing box; 43 - driven shaft bearing; 44 - driven gear of the wheel gear of the rear axle UAZ-469; 45 - special nut; 46 and 50 - drain plugs; 47 - drive gear wheel gear; 48 - right box of satellites; 49 - shims; 51 - main gear housing; 52 - half shaft gear washer; 53 - axle gear; 54 - axis of the satellites; 55 - driven gear of the main gear; 56 - left box of satellites; 57 - left axle shaft.

The main gear consists of one pair of bevel gears with a spiral tooth: leading and driven. The final gear ratio is 2.77. The drive gear 16 is mounted on two tapered roller bearings 5 and 7. Between the inner rings of the bearings there is a spacer sleeve 14, an adjusting ring 6 and shims 13. An adjusting ring 15 is installed between the inner ring of the bearing 5 and the end face of the drive gear 16. The flange 9 is connected to the drive gear using slots. The tightening of the drive gear bearings is provided by the nut 10, which is then cottered. To prevent leakage of lubricant and * crankcase, an oil seal 8 is installed.

The driven gear 55 is mounted on the satellite box 56 and is bolted to its flange.

The conical differential with four satellites has a detachable box consisting of two halves connected by bolts. The differential is mounted on two tapered roller bearings 2. Washers 52 are installed between the gears of the axle shafts 49 and the ends of the satellite box.

Adjusting shims 3 are located between the ends of the satellite box and the inner rings of the bearings.

On the left casing of the axle shaft there is a safety valve that connects the internal cavity of the bridge with the atmosphere.

Wheel reducers are designed to increase ground clearance, which increases the vehicle's cross-country ability.

The wheel reducer consists of one pair of spur gears with internal gearing with a gear ratio of 1.94.

The gearbox housing is split in the vertical plane, consists of two parts: the housing 19 and the cover 24, connected by bolts.

The drive gear 47 is installed on the splined end of the axle shaft 18 between the ball (inner) bearing 21 and the roller (outer) bearing 25. The inner ring of this bearing is locked by ring 26, and the outer ring is installed in a removable housing, which is attached to the wheel gear housing support with two bolts.

The ball bearing 21 is locked in the crankcase by the ring 22. An oil deflector 20 is located between the bearing and the crankcase.

The driven gear 44 of the wheel gear is centered on the shoulder of the shaft 39 and is bolted to its flange.

The driven shaft 39 rests on the sleeve 38 and roller bearing 43, which is locked with a nut 45.

Unlike the left wheel gear, the shaft 39 of the driven gear and the nut 45 of the right gear have a left-hand thread. On the nut 45, the left-hand thread is marked with an annular groove, and on the shaft 39, by blind drilling with a diameter of 3 mm at the end of the splined end.

Maintenance of the rear axle of the UAZ-469 car consists in maintaining the required oil level in the crankcases and changing it in a timely manner, checking seals, timely detection and elimination of axial play in the main gear gears, periodically cleaning the safety valve and tightening all fasteners.

Remove flange 35 (Fig. 65) with the same bolts with which it tilts.

Fill only the recommended oil into the crankcases of the final drive and wheel reduction gears and change it in strict accordance with the lubrication table.

Make sure that the oil level in the crankcases is at the lower edges of the filler holes.

Drain the oil through the drain holes located in the lower part of the crankcases, while unscrewing the filler plugs.

Axial play of the drive gear of the final drive is not allowed, since if it is present, rapid wear of the gear teeth occurs and jamming of the bridge is possible.

If it does, adjust the bearings as shown below. Check the axial play by rocking the drive gear by the propeller shaft mounting flange.

Axial play of the main gear driven gear is also not allowed. Check it through the oil filler hole. To eliminate the axial play of the driven gear of the final drive, which appeared during operation, add a package of gaskets of the required, but always the same thickness, on the left and right sides of the pinion box, while ensuring that the driven gear is rotated with little effort. If shims of different thicknesses are added on the left and right sides of the satellite boxes, the engagement of worn-in gears will be disrupted, which will lead to a quick breakage of their teeth.

After a run of 50,000 km during the next maintenance, tighten the bolts for fastening the driven gear 44 of the wheel reduction gear and the driven gear 55 of the final drive with a torque of 6.5 ... 8 kgf * m, as well as tighten the bolts for fastening the removable bearing housing 25 with a torque of 6, 5 ... 8.0 kgf m.

To remove the shaft with the driven gear of the wheel reduction gear assembly, first remove the trunnion 31 and unscrew the special nut 45.

Adjust the clearances in the meshing of the gears and in the bearings of the rear axle only when replacing gears or bearings or when axial play appears in the drive or driven gears of the final drive. Replace final drive gears only as a complete set.

Adjust the bearings of the final drive gear by selecting the adjusting ring 6 and gasket 13 and tightening the nut 10.

Adjust the bearings only with ring 6, choosing the required thickness. If this fails, then install one or two spacers 13 and again, selecting the ring of the required thickness, adjust the bearings. The bearings must be preloaded so that there is no axial movement of the drive gear, and the gear is rotated by hand without much effort.

The bearing preload can be checked with a dynamometer. At the same time, remove the drive gear oil seal so that the oil seal friction does not affect the dynamometer readings. With proper adjustment, at the moment of turning the gear by the hole in the flange, the dynamometer should show a force of 1 ... 2 kgf for worn-in bearings and 2.5 ... 3.5 kgf for new bearings. Tighten the nut 10 for fastening the drive gear flanges with a torque wrench to a torque of 17 ... 21 kgf * m. You can’t even unscrew the nut a little in order to match the cotter pin hole with the nut slot. If the nut is not tightened enough, it is possible to rotate the inner rings of the bearings and, as a result, wear the adjusting ring, gasket and bushing and the appearance of axial play. If there is a large axial play, the front axle drive gear under the action of axial force can rest against the differential box and lead to jamming of the front axle.

When the axial play of the drive gear appears more

0.05 mm, tighten the nut 10. If this does not eliminate the axial play, then reduce the total thickness of the package, consisting of gaskets and an adjusting ring.

Adjust the bearings of the drive gear of the final drive when replacing the gears of the final drive and the rear tapered bearing 5. In this case, the axle housing must be disconnected.

The position of the pinion during assembly at the factory is adjusted by selecting the ring 15 of the required thickness, depending on the dimensions of the crankcase and the mounting height of the rear bearing 5.

When installing a new drive gear with a new or old but suitable bearing (rear), measure the mounting height of the bearing. If the actual bearing height is less than 32.95 mm by some value, then increase the thickness of the adjusting ring 15 by the same value. Then check and adjust the pinion bearing preload as above. When measuring the mounting height, install the bearing as shown in fig. 66,

apply an axial force of 20 ... 25 kgf to the outer ring and roll the bearing in so that the rollers take the correct position.

If it is required to replace only the rear bearing 5 (Fig. 65) of the drive gear, then measure the mounting height of the new and old bearings in the indicated way. If the measured height of the new bearing is more or less by some amount, then in order not to disturb the position of the drive gear, the new adjusting ring 15 must be thinner in the first case or thicker in the second case by the same amount.

Replacing the front (small) tapered bearing 7 does not affect the position of the drive gear, but only requires checking and adjusting the bearing preload.

Adjust the differential bearings by selecting the thickness of the package of shims 3 installed between the ends of the inner rings of both bearings 2 and the satellite box.

When replacing the final drive gears and differential bearings, adjust in the following sequence:

1. Press the inner rings of the differential bearings onto the necks of the assembled differential so that there is a gap of 3 ... 3.5 mm between the ends of the satellite box and the ends of the inner rings of the bearings.

2. Remove the axle shafts and install the differential assembly in the crankcase, put the gasket and the crankcase cover and, checking the cover by the casing, roll the bearings so that the rollers are in the correct position (Fig. 67). Then fasteners evenly and finally connect the cover to the crankcase.

3. Unscrew the fasteners again, carefully remove the cover, remove the differential from the axle housing and use a feeler gauge to measure the gaps A (Fig. 68) and A (between the ends of the satellite box and the ends of the inner bearing rings.

4. Select a pack of shims with a thickness equal to the sum of clearances A + Ab To ensure preload in the bearings, add a shim 0.1 mm thick to this pack.

The total thickness of the gasket pack should be A+Ai+0.1 mm.

5. Remove the differential bearing inner races. Divide the selected gasket pack in half; install the gaskets on the neck of the satellite box and press the inner races of the bearings up to the stop. After that, adjust the side clearance and the position of the final drive gears.

When replacing differential bearings only, measure and compare the height of the new and old bearing assemblies. If the new bearing is higher or lower than the old one by some amount, then reduce the thickness of the existing gasket package in the first case and increase in the second case by the same amount.

Adjust the side clearance and the position of the main gear gears only when replacing the old gears with new ones in the following sequence: first adjust the drive gear bearings, the position of the drive gear and the differential bearings (as indicated above), then proceed to adjust the side clearance and the location of the contact patch on the gear teeth main gear. Adjust the side clearance in the meshing of the gears by moving the spacers 3 (Fig. 65) from one side of the differential box to the other.

If you remove the gaskets from the side of the driven gear, then the gap in the engagement increases, but if you add, the gap decreases.

The gaskets only need to be rearranged without changing their total thickness so as not to disturb the differential bearing tightness.

The side clearance should be within 0.2 ... 0.45 mm. Measure on the drive gear flange at a radius of 40 mm (check in four positions of the drive gear every turn).

After adjusting the backlash, check the meshing in the gear teeth of the final drive along the contact patch. To do this, paint the teeth of the driven gear with paint. It should be borne in mind that very liquid paint spreads and stains the surface of the teeth, too thick - it does not squeeze out of the gaps between the teeth. Then, using the axle shafts, slow down the driven gear, and rotate the drive gear in both directions until a contact patch is indicated.

On fig. 69 shows typical contact patches on the teeth of the final drive gear in forward and reverse gears.

Image 1 shows the correct contact in the gear mesh when tested under light load.

With contact at the top of the tooth (image 2), move the drive gear to the driven gear.

Carter rear axle UAZ-469(Fig. 65) detachable in a vertical plane, consists of two parts: crankcase 51 and cover 1, connected by bolts.
The main gear consists of one pair of bevel gears with a spiral tooth: leading and driven. The final gear ratio is 2.77. The drive gear 16 is mounted on two tapered roller bearings 5 and 7. Between the inner rings of the bearings there is a spacer sleeve 14, an adjusting ring 6 and shims 13. An adjusting ring 15 is installed between the inner ring of the bearing 5 and the end face of the drive gear 16. The flange 9 is connected to the drive gear using slots. The tightening of the drive gear bearings is provided by the nut 10, which is then cottered. To prevent leakage of lubricant and crankcase, an oil seal 5 is installed.
The driven gear 55 is mounted on the satellite box 56 and is bolted to its flange.
The conical differential with four satellites has a detachable box consisting of two halves connected by bolts. The UAZ-469 rear axle differential is mounted on two tapered roller bearings 2. Washers 52 are installed between the gears of the axle shafts 49 and the ends of the satellite box.
Between the ends of the box of satellites of the UAZ-469 bridge and the inner rings of the bearings, there are shims 3.
On the left casing of the axle shaft there is a safety valve that connects the internal cavity of the bridge with the atmosphere.
Wheel reducers are designed to increase ground clearance, which increases the vehicle's cross-country ability.

The wheel reducer consists of one pair of spur gears with internal gearing with a gear ratio of 1.94.
The gear housing is detachable in the vertical plane of the UAZ-469 bridge, consists of two parts: the housing 19 and the cover 24, connected by bolts.
The drive gear 47 is installed on the splined end of the axle shaft 18 between the ball (inner) bearing 21 and the roller (outer) bearing 25. The inner ring of this bearing is locked by ring 26, and the outer ring is installed in a removable housing, which is attached to the wheel gear housing support with two bolts.
The ball bearing 21 is locked in the crankcase by the ring 22. An oil deflector 20 is located between the bearing and the crankcase.
Driven gear 44 wheel rear axle gearbox UAZ-469 is centered on the shoulder of the shaft 39 and is bolted to its flange.
The driven shaft 39 rests on the sleeve 35 and the roller bearing 43, which is locked by the nut 45.
Unlike the left wheel gear, the shaft 39 of the driven gear and the nut 45 of the right gear have a left-hand thread. On the nut 45, the left-hand thread is marked with an annular groove, and on the shaft 39, by blind drilling with a diameter of 3 mm at the end of the splined end.

Key words: UAZ 469 rear axle, UAZ 469 axle.

The topic about which bridges are better for UAZ has probably been frayed more than once. Some are for civilians, some are for military bridges on the UAZ. Let's try to understand a little what's what. Of course, UAZbuka will help us. There is enough information there. You can collect a small collage 🙂

Civil bridges on UAZ

The device of UAZ bridges.

Two types of drive axles are used on UAZ vehicles: drive axles with a single-stage final drive - are installed on UAZ-31512 utility vehicles and UAZ-3741, UAZ-3303, UAZ-3962 and UAZ-2206 wagon layout cars; U-shaped drive axles with final drive - are installed on UAZ-3151 utility vehicles.

Installation of U-shaped drive axles (complete front and rear) on UAZ-31512 vehicles is possible with the simultaneous installation of cardan shafts of the UAZ-3151 vehicle. The installation of U-shaped axles with a final drive on a family of wagon layout vehicles requires significant refinement of the design of bridges, bipods, bipod traction, vehicle suspension, the manufacture of cardan shafts shortened by 10 mm, and cannot be performed outside the factory (without his recommendations).

Drive axles with single-stage final drive. The middle part of the front and rear axles has the same device (Fig. 1).

Rice. 1 Rear axle UAZ scheme
1 - safety valve; 2 - differential bearing; 3 - shims; 4 - rear bearing of the drive gear (single-row roller bearing); 5 - adjusting ring; 6 - oil ring; 7 - nut; 8 - a package of shims; 9 - drive gear; 10 - front bearing of the drive gear (conical roller double row); 11 - thrust washer; 12 - driven gear;

Crankcase - cast detachable in a vertical plane. Half shaft casings are pressed into both halves of the crankcase and additionally secured with electric rivets. The main gear drive gear is mounted on two bearings - a double tapered roller bearing 10 located in the crankcase neck, and a cylindrical roller bearing 4 located in the crankcase tide. Between the end face of the outer ring of the double conical bearing and the crankcase, an adjusting ring 5 of the pinion position is installed. The double tapered bearing is adjusted with a pack of 8 shims. The driven gear is attached to the satellite box flange with special bolts. The differential is conical with four satellites. The satellite box is detachable, consists of two halves connected by bolts. The gears of the differential axle shafts have replaceable thrust washers 11. The differential is mounted on two tapered roller bearings 2, shims are installed between the ends of the satellite box and the inner rings of the differential bearings. An oil scraper ring 6 is installed between the drive gear flange and the double tapered bearing.

Safety valves 1 are located on the left casings of the axle shafts, which prevent an increase in pressure in the crankcases of the axles.

Pins with flanges for fastening brake shields are butt welded to the outer ends of the housings of the rear axle shafts (Fig. 2).

Rice. 2 Rear wheel hub.
1 - brake drum;
2 - wheel disk;
3 - cuff;
4 - lock washer;
5 - counter-nut;
6 - half shaft
7 - trunnion;
8 - gasket;
9 - bearing;
10 - hub;

Wheel hubs front and rear axles are the same (see Fig. 2). On UAZ-31512 and UAZ-3151 vehicles, the wheel hubs are not interchangeable. Bearings and parts of their fastening are interchangeable. The hubs of the UAZ-31512 car are installed on cars of the wagon layout. Each hub is mounted on two identical tapered bearings 9. The outer rings of the bearings are pressed into the hubs and are kept from axial movements by thrust rings. The inner rings of the bearings are freely mounted on the journal. The bearings are tightened with two nuts and locked with a lock washer 4 installed between the nuts. Between the inner ring of the outer bearing and the nut, there is a thrust washer with a protrusion included in the groove on the trunnion.

To prevent the leakage of lubricant from the hub and the ingress of dust, dirt and water into it, reinforced rubber cuffs 3 with assembled springs are installed from the side of the inner end. A thrust washer is installed between the collar and the inner bearing to prevent damage to the working edge of the collar when the hub is removed.

The outer ends of the housings of the semi-axes of the front axles end with flanges, to which ball bearings 3 are bolted (Fig. 3).

Rice. 3 Stub axle of the front axle of the UAZ 31512
1 - pivot pin lever; 2 - axle housing; 3 - rubber cuff in a metal casing; 4 - gaskets; 5 - ball bearing; 6 - body of the pivot pin; 7 - & nbsp; support washer; 8 - kingpin pad; 9 - king pin; 10 - oiler press; 11 - locking pin; 12 - trunnion; 13 - wheel hub; 14 - leading flange; 15 - wheel off clutch; 16 - clutch bolt; 17 - retainer ball; 18 - protective cap; 19 - kingpin bushing; 20 - gaskets; 21 - the inner ring of the stuffing box; 22 - ring-partition; 23 - outer ring; 24 - rubber cuff; 25 - outer sealing felt ring; 26 - thrust washers; 27 - adjusting bolt limiting the rotation of the wheel; 28 - stop-limiter for turning the wheel; I - right rotary fist; II - left knuckle; III - the hubs of the front kotes are disabled; a - signal groove;

On the ball bearings on the pivots 9, there are housings 6 of pivot pins, to the ends of which pins 12 and brake shields are bolted. Inside the ball bearings there are hinges of equal angular velocities, at the outer ends of which devices are installed that make it possible to connect or disconnect, if necessary, the shafts with the front wheel hubs.

"Military" UAZ bridges

Drive axles with final drives. The middle part of the drive axles with final drives differs from the axles described above by the smaller dimensions of the differential and the cantilever installation of the drive gear of the final drive on two tapered roller bearings 5 and 7 (Fig. 4).

Rice. 4 Rear axle of UAZ-3151
1 - crankcase cover 2 - differential bearing 3, 13 and 49 - shims 4 and 23 - gaskets; 5 and 7 pinion bearings, 6 - adjusting ring, 8 and 42 - cuffs, 9 - flange. 10 - nut, 11 - mud deflector. 12 - support washer, 14 - spacer sleeve, 15 - drive gear position adjusting ring, 16 - drive gear, 17 - satellite, 18 and 57 - axle shafts; 19 - final drive housing; 20 and 29 - oil deflectors, 21 - ball bearing, 22 and 26 - retaining rings, 24 - final drive housing cover, 25 - roller bearing, 27 - brake shield, 28 - brake drum, 30 - wheel bolt, 31 - trunnion , 32 - hub bearing, 33 - gasket, 34 - lock washer, 35 - drive flange, 36 - nut and locknut of the hub bearings, 37 - bearing thrust washer, 38 - sleeve; 39 - final drive driven shaft, 40 - bearing thrust rings, 41 - gaskets; 43 - driven shaft bearing, 44 - final drive driven gear, 45 - driven shaft bearing fastening nut, 46 and 50 - drain plugs, 47 - final drive pinion gear, 48 and 56 - satellite boxes, 51 - crankcase, 52 - washer half shaft gears, 53 - half shaft gear, 54 - pinion axle, 55 - final drive driven gear

An adjusting ring 15 of the drive gear is installed between the end face of the drive gear and the inner ring of the large bearing, and a spacer sleeve 14, an adjusting ring 6 and shims 13 are installed between the inner rings of the bearings. The drive gear bearings are tightened with the nut 10 of the flange.

Final drives of the rear drive axle are located in the crankcases, which are pressed with necks onto the outer ends of the axle shaft casings and fixed with electric rivets. The drive gear 47 is mounted on the splined end of the axle shaft 48 between the ball 21 and roller 25 bearings. The ball bearing is fixed with a retaining ring 22 in the final drive housing. An oil deflector 20 is located between the crankcase and the ball bearing. The roller bearing is installed in a removable housing, which is attached to the crankcase tide with two bolts. The inner ring of the roller bearing is fixed on the axle shaft with a retaining ring 26.

The driven gear 44 of the final drive is centered on the shoulder of the driven shaft 39 and is bolted to its flange. The driven shaft rests on the bushing 38 and the roller bearing 43, which is fixed on the shaft with a nut 45, which is loosened after being tightened into the groove of the shaft. The driven shafts of the right final drives and the bearing fastening nuts have a left-hand thread. For distinction, nuts with left-hand threads have an annular groove, and the driven shafts have a blind hole dia. 3 mm at the end of the shaft. The driven shafts of the rear final drives are connected to the wheel hubs by splined flanges 35.

The final drives of the UAZ front drive axle are located in pivot pins (Fig. 5 bridge diagram)

Rice. 5 Stub axle of the front axle of the UAZ-3151 car
1 - rubber cuff in a metal casing, 2 - ball bearing, 3 - constant velocity joint, 4 - gaskets, 5 - grease fitting, 6 - kingpin, 7 - kingpin pad, 8 - stub axle housing, 9 - kingpin bushing, 10 - ball bearing, 11 - final drive driven shaft, 12 - hub, 13 - air flange, 14 - coupling, 15 - retainer ball spring, 16 - protective cap, 17 - coupling bolt, 18 - pin, 19 - lock nut, 20 - support washer, 21 - drive gear, 22 - locking pin, 23 - thrust washer, 24 - cuff, 25 - support washer, 26 - axle shaft housing, 27 - swivel limit bolt, 28 - wheel stop-limiter, 29 - pivot pin lever, I…III, a - the same as in fig. 112

The final drive housings are cast integrally with the stub axle housings. The driving gear is mounted on the splines of the driven fist of the hinge between the ball and roller bearings and is fixed together with the roller bearing by a nut 19, which, after tightening, is punched into the groove of the shaft. The ball bearing is installed in the body of the pivot pin in a cage with an outer shoulder, which perceives the axial loads of the hinge through the bearing. At the outer ends of the driven shafts of the front final drives, devices are installed that make it possible to connect or disconnect, if necessary, the shafts with the front wheel hubs.

What bridges are installed on various models of UAZ vehicles?

For all wagon layout cars (“”, “and”, “farmers”), for “long goats” (3153 *), as well as for most of the “classic goats”, the so-called “civilian” ones are installed (they are also “ordinary”, “ kolkhoznye") bridges. On a part of the "goats" (models with indexes -03x), "military" (they are also "gear", "two-stage", "P-shaped") bridges are installed. On the "new goats" (316 *) bridges of the "spicer" type with a one-piece crankcase are installed. On machines "" (3159 *) and 316 * with an increased gauge, "long military" bridges are installed, that is, geared with elongated stockings.

Differences between military bridges and civilian ones.

The military bridge differs from the usual one by the presence of final drives. Due to the presence of gearboxes, the bridge is raised relative to the wheel axis by 4 cm, which increases the vehicle's clearance (distance from the ground to the bottom of the bridge). The main pair is smaller in size (the crankcase of the military bridge "hangs" 4 cm less than the civilian one). The main pair has fewer teeth, and they are larger - this increases the reliability of military bridges compared to civilian ones. The gear ratio of military bridges is 5.38 (= 2.77 * 1.94 - gear ratios, respectively, of the main and final drives) - more "high-torque", but less "high-speed" than conventional bridges.
The rear driveshaft for military axles is 1 cm shorter than for civilian ones!

Advantages of military bridges over civilian ones:

- clearance 30 cm (against 22 cm for civilian bridges); according to the latest measurements, a difference of 8 cm is observed only when Y-192 rubber is used on military bridges. With identical wheels the difference is only 6 cm.
- more "torque" (torque) - for transporting heavy loads, towing, driving at low speeds in the mud;
- more reliable due to the larger size of the teeth of the main pair;
- more reliable due to the uniform distribution of the load between the main and final drives;
- were developed, among other things, for "escorting a tank column" and approved by the USSR Ministry of Defense.

The military has a limited slip differential. Those. if you get stuck in the mud with one wheel of the bridge or you stand on ice with one half and you have one half slipping and the other not (this is how a conventional differential works). To prevent this from happening, military bridges were invented. So off-road military bridges are much better.

Gear ratio GP (total: GP 2.77 + final drives 1.94): 5.38
Ground clearance: 300 mm (with tires Ya-192 215/90 R15 (31 x 8.5 R15)
Track: 1453 mm

Left on photo UAZ on civil bridges and on the right - UAZ on gear axles — « warriors«.

Advantages of civilian bridges over military ones:

- less weight (more comfortable ride and (physically) easier to repair);
- fewer parts - easier and cheaper repairs;
— it is possible to install mass-produced self-locking differentials;
- it is possible to install a spring suspension (see also note);
- at the same speed, the engine is less “untwisted” due to the lower gear ratio;
- less noisy (since the final drives of military bridges are spur gears, and they make more noise);
- more accessible and cheaper app. parts;
- Gasoline consumption, other things being equal, is less;
- fewer lubrication points - easier maintenance and less oil needed.

Device of this node

The Soviet SUV UAZ 469, produced by the Ulyanovsk Automobile Plant, is unique in its own way. The diagram of the rear axle of the machine is shown in fig. 1. The design includes the following key components and assemblies:

1 - protective cover;
2 - roller bearing of the differential device;
3, 8 - corrective automatic pads;
4 - tail part of the drive gear support;
5 - correction ring;
6 - oil extractor holder;
7 - nut;
9 - front gear of the rear axle;
10 - head bearing support;
11 - hydro-resistant washer of the axle shaft of the gear wheel;
12 - gear element.

The device and elimination of breakdowns of the rear axle

The rear axle is a support, inside it is the main gear of the axle shaft, the differential. It can be of two categories: with a single final drive or an additional wheel. Wheel regulators, which increase the torque and transmit it to the hubs of the conductive wheels, are located at the ends of the beam.

The wheel roller bearings are supported by the governor housings. Wheel reduction gears provide huge ground clearance and are gears meshed inside. The main gear is bevel, with a spiral tooth, bearing assembly, which has a main gear and a conical drive with 4 satellites. The satellite is a gear wheel, compact, simple, rarely fails, contributes to quick, easy gear changes.

Node Carter

The crankcase has a drain and filler hole, it contains a certain amount of oil for lubricating the wheel hydraulic regulator.

The rear transducer support is detachable and consists of elements such as a cover, protection against contamination, pressed-in axle shaft covers. Its dimensions are reduced, the gear ratio is up to 2.77.

The driven rear axle reducer is mounted on the shaft. It is installed in a roller bearing and bushing, tightened by means of a nut, fixed in the groove of the shaft. The ends of the gearbox shafts have movable couplings that help to group, separate the shafts from the wheel hubs, if necessary.

With the clutches disconnected, the UAZ 469 becomes rear-wheel drive. This is useful on good paved roads. When driving on impassable terrain, disabling is impractical. You can disconnect-connect the hubs from the beginning of the operation of the quick response clutch or the hub cam. In this case, climbing under the bottom of the car is not required.

Features of dismantling the assembly

When removing the rear axle, you need to unscrew the nut of the tail device, drop the washer, counterflange, cover of the front roller gear assembly, press the gear assembly with bearings out of the oil cooler of the rear of the car.

This circuit is great for parsing a differential device. The next step is to unscrew the splines connecting the driven gear to the satellite box, reset it. Divide both parts of the box, pull out the gears, planetary wheel rods, support nuts. Assessing the disassembly, pay attention to the integrity of the gear teeth. If they are damaged, the part must be replaced. To remove the rollers, outer, inner rings, special tools are required. Strictly study and understand the disassembly sequence so that you can accurately follow all the steps in reverse order when reassembling.

When inspecting the oil ring, check for surface irregularities. If yes, process to a thickness of 5 mm. The same is with the cardan flange. Grinding height up to 53 mm. Rinse protective surfaces. Blow out oil lines. Change drive design details, half shafts, if there are scuffs, severe wear.

Nuances of installation and adjustment

The assembly (diagram) of the differential drive design is carried out as follows.

Connection of both boxes of satellites depending on the case serial number.
A crosspiece is inserted into the left box of satellites.
Place the assembly gear in the left box.
Lubricate the differential units with gear oil (gear axles, pinion gears, axles, thrust washers).
Fix the necks of the gear rings of the semi-axes with support washers.
Satellites must be strengthened on the axis of the disconnected cross.
Carry out the same actions with the right box.
Tighten the parts of the boxes, insert the driven wheel of the base gear.

The master sorts out the unit

Turn the gears of the axle shafts of the mounted differential using splines with a force of not more than 59 N.
Adjustment of the drive structure elements is carried out when they are replaced.

Fasten the inner rings of the bearing assemblies of the differential to the necks, the end play between the box and the rings should approach a value of 3.5-4.0 mm.
The installed prefabricated differential is closed with an auto gasket, a reservoir cap. Roll on the bearings to set the correct position. Fasten the lock of the heat exchanger.

Mounting and adjustment of the ball bearings of the conductive gear of the rear converter.

Fixing the elements of the guide on the main gear.
Tail end lapping with guide element.
Location of spacers and spacers of the roller assembly between the inner races.
The main fastener of the adjusting ring of the main gear.

All intermediate actions, punching is shown by the diagram in fig. 2. This scheme describes all the nuances in the most detail.

When adjusting the head gear assembly, there should be no longitudinal play, the spring dynamometer will show the force. Indicators for new parts - 15-30 N, for run-in - 20-35 N. To reduce the tension when installing bearings, you can add gaskets. To increase - remove.
The adjustment has come to an end, we fix all the parts in their places, we fasten them with high quality.

The backlash adjustment and the location of the central gear gear are carried out as follows.

The potential is installed in the heat exchanger with debugged prefabricated roller bearings, their separation gasket with a cover reinforced with a bolt.
The distance between both teeth is set: 0.2-0.6 mm. The backlash is adjusted by taking into account the number of oil seals of the driven gear: if their number decreases, the gap must be increased, and vice versa. When rearranging the gaskets, the tightness of the potential elements will not be violated only when the number of gaskets does not change.
The scheme of engagement of gear wheels along the contact patch is shown in fig. 3.

Bridges with final drives (Fig. 3.106 and 3.107) are installed as a set (front and rear) on modifications of cars of the UAZ-31512 family with the simultaneous replacement of the rear driveshaft.

Rice. 3.106. Rear axle with final drive:
1 – a cover of a crankcase of the main transfer; 2 - differential bearing; 3,13,49 - shims; 4 - sealing gasket; 5.7 - bearings of the drive gear; 6.15 - adjusting rings; 8.42 - cuffs; 9 - flange; 10 - nut; 11 - mud deflector; 12 - ring; 14 - spacer sleeve; 16 - main gear drive; 17 - satellite; 18 - right axle shaft; 19 – final drive housing; 20.29 - oil deflectors; 21 - axle bearing; 22,26,40 - retaining rings; 23 - sealing gasket of the final drive housing; 24 – final drive housing cover; 25 - bearing; 27 - brake shield; 28 - brake drum; 30 – a bolt of fastening of a wheel; 31 - trunnion; 32 - hub bearing; 33.41 - gaskets; 34 - lock washer; 35 - leading flange; 36 – a nut of bearings of a nave; 37 - lock washer; 38 - sleeve; 39 - driven shaft final drive; 43 - driven shaft bearing; 44 - driven gear final drive; 45 - special nut; 46.50 - drain plugs; 47 - final drive gear; 48 - right cup of the box of satellites; 51 - main gear housing; 52 – half shaft gear washer; 53 - half shaft gear; 54 - the axis of the satellites; 55 - driven gear of the main gear; 56 - left cup of the satellite box; 57 - left half shaft

Maintenance

Maintenance of axles with final drives differs from the above-described technology for changing the lubricant in the hinges of the steering knuckles of the front axles, checking and changing the oil in the crankcases of the final drives, as well as adjusting the position of the drive gear 16 of the final drive and its bearings 5 and 7 (see. Fig. 3.106 ).

After adjusting the side clearance, it is necessary to check the engagement of the final drive gears along the contact patch, as indicated in the "Assembly and adjustment of the rear axle units" section (p. 73).

After a run of 50,000 km, during the next maintenance, it is recommended to tighten the bolts for fastening the driven gear 44 of the final drive and the driven gear 55 of the final drive, as well as the bolts for fastening the removable bearing housing 25 of the final drive.

The position of the gear 16 is regulated by the selection of the adjusting ring 15 of the required thickness. When replacing final drive gears and a large tapered bearing or only final drive gears, measure the mounting height of the large tapered bearing 5 under an axial load of 2–2.5 kN (200–250 kgf) and, if it is less than 32.95 mm, by some value, then increase the thickness of the adjusting ring by the same amount compared to that which was installed in the axle housing. When replacing only a large tapered bearing 5, in order not to disturb the position of the gear, measure the mounting height of the old and new bearings and, if the mounting height of the new bearing is greater than that of the old one, then reduce the thickness of the adjusting ring 15, and if less, increase by difference in bearing heights.

Adjust the preload in bearings 5 and 7 by selecting the adjusting ring 6 and tightening the nut 10. If this fails, change the number of spacers 13 and again by selecting the ring and tightening the nut, achieve such a preload of the bearings that there is no axial movement of the gear, and the gear rotates without great effort. Perform a dynamometer check with the rubber cuff 8 removed. With proper adjustment, at the moment of turning the gear by the hole in the flange, the dynamometer should show 10–20 N (1–2 kgf) for run-in bearings and 25–35 N (2.5–3.5 kgf ) for new ones.

Rice. 3.107. Front axle steering knuckle with final drive:
a - signal groove; I - right rotary fist; II - left rotary fist; III - wheel disconnect clutch (option see Fig. 180, IV); 1 - stuffing box; 2 - ball bearing; 3 – the hinge of a rotary fist; 4 - gasket; 5 - press grease fitting; 6 - kingpin; 7 - overlay; 8 - body of the steering knuckle; 9 - kingpin bushing; 10 - bearing; 11 - driven shaft of the final drive; 12 - hub; 13 - leading flange; 14 - clutch; 15 – lock ball; 16 - protective cap; 17 - coupling bolt; 18 - trunnion; 19 - lock nut; 20.23 - support washers; 21 - final drive gear; 22 - locking pin; 24 - rubber sealing ring; 25 - thrust washer; 26 - axle housing; 27 – a bolt of restriction of turn; 28 - emphasis-limiter of rotation of the wheel; 29 - steering knuckle lever

Lubricant change in the steering knuckle joints, perform in the following order:

1. Disconnect the flexible hose from the wheel cylinder of the brake mechanism and the tie rod ends from the levers, unscrew the bolts securing the clips of the ball joint sealing rings and slide the clips with the sealing rings onto the neck of the ball joint (Fig. 3.107).

2. Turn away nuts of hairpins of fastening of the lever or bolts of fastening of the top overlay of a kingpin and remove the lever or an overlay and shims.

3. Turn away bolts of fastening of the lower overlay, remove an overlay with adjusting linings.

4. Remove with the help of a puller (see Fig. 3.102) the pins from the steering knuckle housing and remove the housing assembly with the ball joint.

5. Carefully, without spreading the forks (so that the balls do not pop out), remove the hinge assembly with bearings and gear from the steering knuckle housing. Without special need, it is not necessary to remove the hinge from the steering knuckle housing and disassemble it.

6. Remove used grease from ball joint, joint and housing, rinse thoroughly with kerosene and apply fresh grease.

Rice. 3.102. King pin puller

Perform assembly in the reverse order of disassembly, observing the requirements for adjusting the pivots. When installing the flexible brake hose, do not twist it. After assembly, bleed the brake drive system (see the Service Brake System section).

Disassemble final drive in the following order:

1. After removing the hub with the brake drum (see the section "Removing, disassembling and assembling the hubs"), on the rear brake shield, unscrew the coupling of the brake mechanism pipeline (on the front - a tee of connecting pipes and a flexible hose) from the wheel cylinder, unscrew the nuts of the fastening studs trunnions and remove the spring washers, oil deflector, trunnion, trunnion gasket, spring gasket, brake assembly and brake shield gaskets.

2. Unscrew the nut 45 (see Fig. 3.106) fastening the bearing on the driven shaft of the final drive, unscrew the bolts of the final drive housing cover, remove the cover assembly with the shaft, remove the cover gasket and press the shaft from the cover. In contrast to the left final drive, the shaft 39 and the nut 45 of the right drive have a left-hand thread. The nut with a left-hand thread is marked with an annular groove, and the shaft is marked with blind drilling with a diameter of 3 mm at the end face of the splined end.

3. Turn away bolts of fastening of a conducted gear wheel and remove a gear wheel from a shaft 39.

4. Mark the position of the roller bearing housing 25 on the tide of the final drive housing of the rear axle, unscrew the bolts securing the housing, remove the bearing housing. Do not remove the front axle final drive roller bearing housing unless absolutely necessary. (Further procedure for disassembling the final drive of the front axle, see above in the description of changing the grease in the pivot joints.) Remove the snap ring 22 of the ball bearing 21, axle shaft 18 and oil deflector 20 from the final drive housing.

5. Remove the roller bearing circlip 26, roller bearing 25, pinion gear 47 and ball bearing from the axle shaft.

Collect final drive in the reverse order of disassembly, taking into account the following: the bearing nut 45 (Fig. 3.106) on the driven shaft of the front and rear final drives, as well as the nut 19 (see Fig. 3.107) of the bearing and gear on the drive shaft of the front final drive after open the puffs into the groove of the shaft, and crimp the rings 26 of the bearing locks on the axle shafts of the rear final drives after installation in the groove; tighten the bolts for fastening the wheel (driven gear) and the removable bearing housing with a torque of 64–78 N m (6.5–8.0 kgf m), bolts for fastening the crankcase cover - 35–39 N m (3.6–4, 0 kgf m).

When repairing axles with final drives, use the data in the tables