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UAZ axles with final drives reducer axles. Military axles uaz uaz 469 rear gear axle

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REAR DRIVING AXLE OF THE CAR UAZ-469

Rear axle of the car UAZ-469

The rear axle casing (Fig. 65) is split in the vertical plane, consists of two parts: crankcase 51 and cover 1, bolted together.

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

The main gear consists of one pair of bevel gears with a spiral tooth: leading and driven. The gear ratio of the main transfer 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 are 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. Flange 9 is connected to the drive gear using splines. The tightening of the bearings of the drive gear is provided with a nut 10, which is then cotted. To prevent grease and * crankcase leakage, an oil seal is installed 8.

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

The conical differential with four satellites has a split 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.

Shims 3 are located between the ends of the satellite box and the inner bearing rings.

A safety valve is located on the left casing of the axle shaft, which connects the inner cavity of the bridge to 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 internal spur gears with a gear ratio of 1.94.

The gearbox housing is split in the vertical plane, consists of two parts: the crankcase 19 and the cover 24, bolted together.

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

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

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

The driven shaft 39 is supported by the sleeve 38 and the roller bearing 43, which is locked by the nut 45.

Unlike the left wheel gearbox, the driven gear shaft 39 and the right gearbox nut 45 have a left-hand thread. On nut 45, the left-hand thread is marked with an annular groove, and on shaft 39 by blind drilling with a diameter of 3 mm at the end face of the spline 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 the seals, timely detecting and eliminating axial play in the main gears, periodically cleaning the safety valve and tightening all fasteners.

Flange 35 (Fig. 65) is removed with the same bolts with which it rolls.

Fill only the recommended oil into the housings 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 at the bottom of the crankcases, while unscrewing the filler plugs.

Axial play of the driving gear of the main gear is not allowed, since if it is present, there is a rapid wear of the gear teeth and a jamming of the axle is possible.

If it appears, adjust the bearings as described below. Check the axial play by swinging the drive gear by the propeller shaft mounting flange.

Axial play of the driven pinion of the final drive is also not allowed. Check it through the oil filler hole. To eliminate the axial play of the driven gear of the main 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 satellite box, while ensuring that the driven gear rotates with little effort. If spacers of different thickness are added on the left and right sides of the satellite gearboxes, the engagement of the running-in gears will be disrupted, which will lead to a quick breakdown of their teeth.

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

To remove the shaft from the driven gear of the wheel reducer 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 the gears or bearings or when an axial play of the driving or driven gears of the main drive appears. Replace the final drive gears only as a complete set.

Adjust the bearings of the main drive pinion 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 a ring of the required thickness, adjust the bearings. The bearings must be preloaded so that there is no axial movement of the pinion gear and the pinion rotates by hand without much effort.

The preload value of the bearings can be checked with a dynamometer. In this case, remove the drive gear oil seal so that the oil seal friction does not affect the dynamometer readings. With correct adjustment, at the moment of turning the gear through 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 of the drive pinion flanges with a torque wrench to a torque of 17 ... 21 kgf * m. You cannot even slightly unscrew the nut in order to achieve the alignment of the cotter pin hole with the nut slot. If the nut is not tightened enough, the inner bearing rings can turn and, as a result, wear of the adjusting ring, gasket and bushing and the appearance of axial play. In the presence of a large axial play, the drive gear of the front axle under the action of axial force can rest against the differential box and lead to seizure of the front axle.

When the axial play of the drive gear appears more than

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 spacers and an adjusting ring.

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

The position of the pinion gear during assembly at the factory is adjusted by selecting a 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 pinion 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 amount, then increase the thickness of the adjusting ring 15 by the same amount. Then check and adjust the drive pinion bearing preload as described 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 in the bearing so that the rollers take the correct position.

If you need 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 should 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 set of shims 3 installed between the ends of the inner rings of both bearings 2 and the satellite box.

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

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

2. Remove the axle shafts and install the differential assembly into the crankcase, put the gasket and the crankcase cover and, checking the cover by the casing, roll in the bearings so that the rollers are in the correct position (Fig. 67). Then, using 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 measure the clearances A (Fig. 68) and A (between the ends of the planetary gear box and the ends of the inner rings of the bearings with a feeler gauge.

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

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

5. Remove the differential bearing inner races. Divide the matched pack of gaskets in half; install gaskets on the journal of the planetary gear box and press on the inner bearing races until they stop. After that, adjust the side clearance and the position of the final drive gears.

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

Adjust the side clearance and the position of the main drive gears only when replacing the old gears with new ones in the following sequence: first, adjust the bearings of the drive gear, the position of the drive gear and differential bearings (as indicated above), then proceed to adjust the side clearance and the location of the contact patch on the teeth of the gears main gear. Adjust the lateral clearance in the meshing of the gears by rearranging the shims 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 tightness of the differential bearings.

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 drive gear positions every revolution).

After adjusting the side play, check the meshing in the teeth of the final drive gears by 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 is not squeezed 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 the contact patch is indicated.

In fig. 69 shows typical contact spots on the teeth of the driven pinion of the final drive when forward and reverse.

Figure 1 shows the correct contact in the meshing of the gear when tested under light load.

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

Carter rear axle UAZ-469(Fig. 65) split in the vertical plane, consists of two parts: housing 51 and cover 1, bolted together.
The main gear consists of one pair of bevel gears with a spiral tooth: leading and driven. The gear ratio of the main transfer 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 are 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. Flange 9 is connected to the drive gear using splines. The tightening of the bearings of the drive gear is provided with a nut 10, which is then cotted. So that there is no leakage of grease and the crankcase, an oil seal 5 is installed.
The driven gear 55 is mounted on the planetary gear box 56 and is bolted to its flange.
The conical differential with four satellites has a split box, consisting of two halves connected by bolts. The differential of the rear axle UAZ-469 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.
Shims 3 are located between the ends of the satellite box of the UAZ-469 bridge and the inner bearing rings.
A safety valve is located on the left casing of the axle shaft, which connects the inner cavity of the bridge to 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 internal spur gears with a gear ratio of 1.94.
The crankcase of the gearbox is split in the vertical plane of the UAZ-469 bridge, consists of two parts: the crankcase 19 and the cover 24, bolted together.
The pinion gear 47 is mounted on the spline end of the half-shaft 18 between the ball (inner) bearing 21 and the roller (outer) bearing 25. The inner ring of this bearing is locked by the ring 26, and the outer ring is installed in a removable housing, which is attached to the crankcase support of the wheel gear with two bolts.
The ball bearing 21 is locked in the crankcase by a ring 22. An oil deflector 20 is located between the bearing and the crankcase.
Driven gear 44 wheel gearbox of the rear axle UAZ-469 centered on shaft collar 39 and bolted to its flange.
The driven shaft 39 is supported by the sleeve 35 and the roller bearing 43, which is locked by the nut 45.
Unlike the left wheel gearbox, the driven gear shaft 39 and the right gearbox nut 45 have a left-hand thread. On nut 45, the left-hand thread is marked with an annular groove, and on shaft 39 by blind drilling with a diameter of 3 mm at the end face of the spline end.

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

Surely on sale you have met UAZ cars, where car owners proudly talked about military bridges, making a mark-up of several thousand rubles. This topic has been discussed more than once. Some say that such cars are worthy of attention, while others, on the contrary, prefer to ride on civilian bridges. What are they and what are their differences? Let's try to figure it out.

Varieties

On UAZ vehicles, two types of mechanisms are used - with a single-stage main gear, as well as with a final drive. The first rear axle (UAZ) military is installed on cars of a wagon layout, the second - on the cargo-passenger model 3151 (in other words, "Bobik"). The driving mechanisms have a U-shaped design and are installed together with cardan shafts. However, the installation of such elements on cars of the carriage layout (of the "tadpole" type) requires significant technical improvements. This applies to the design of the suspension, bipod thrust, axles. Also, for full-fledged work, a propeller shaft shortened by a centimeter is required.

As for the final drive elements, they have differences in the middle part, namely, a smaller military axle differential. UAZ with such a mechanism also differs in a different way of installing the main gear gear. There are few differences. It is only mounted on tapered roller bearings. UAZ, the military bridge of which is considered to be more durable, has a more complex design compared to its civilian counterpart. There is an adjusting ring between the pinion gear and the large bearing ring, as well as a spacer sleeve and spacers. The pinion bearings are clamped with a flange nut.

Bridge device

Where are the final drives located? On UAZ-469 vehicles, the military axles of which are located at the rear, the transmission itself is located in the crankcases, where the necks are pressed onto the outer parts of the axle shaft casings. The drive gears are mounted on the spline end of the axle shaft, between the roller and ball bearings. The latter is fastened with a retaining ring in the crankcase. There is a special oil deflector between the ball bearing and the final drive housing. The roller mechanism is fixed in the housing with two bolts. The inner ring of the bearing is attached to the axle shaft with a circlip. The driven gear is attached to the final drive flange. The driven shaft rests on the sleeve and bearing. By the way, the latter has a left-hand thread. The driven shafts of the rear final drive are connected to the wheel hub using splined flanges.

The transmission housing is cast together with the stub axle housing. The pinion gear is mounted on the spline of the driven cam between roller and ball bearings (take axial loads of the joint).

Peculiarities

On such cars as UAZ "Bukhanka", "Farmer", as well as long modifications of model 3151, civil bridges are installed (in common people "collective farm"). However, some "bobiks" are equipped with military counterparts. These are new models with the index 316, 3159 and the Bars modification, which has an increased track gauge. But as a result of this decision, military bridges (UAZ) are not simple here - they are elongated, geared, with a modified "stocking".

What is the difference between military bridges and collective farm bridges?

First of all, such a bridge differs from a civil one in the presence of final drives. Thanks to this, the vehicle's ground clearance is increased by 8 centimeters (that is, the gearbox is located higher than the standard one). The main pair has fewer teeth, but they are larger. This design significantly improves reliability. 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 machine becomes more high-torque for ascents, is able to easily carry heavy loads on itself (or on a trailer). However, this mechanism is not designed for speed. The so-called "collective farm" bridges are faster than their military counterparts. And, of course, the differences concern the propeller shaft. If these are military bridges (UAZ), the length of this element is 1 centimeter shorter. Therefore, when replacing or repairing a shaft, it is necessary to specify the bridge for which it is designed. The recommended wheel size is 215 x 90 with a diameter of 15 inches.

Advantages of the UAZ military bridge

So, the first plus is ground clearance. He, unlike civilian models, is 30 centimeters. "Kolkhoz" UAZs have a clearance of 22 centimeters. The second plus is the increased torque. This is a huge plus if you are going to transport large loads or drag a trailer with you. Due to the large size of the teeth, they do not wear out as often as on civilians (applies to the main pair). Also, military bridges (UAZ) are distinguished by a more even distribution of the load between the onboard and main transmission. Well, the last thing that the owner of such bridges can boast of is the presence of a limited slip differential. This is learned when driving off-road (in fact, the UAZ was intended for him). If the car is stuck in the mud with only one side, you will not have slipping, as on civilian bridges (the left wheel moves, but the right one does not).

Cons of a military bridge

Now we will list the shortcomings of this mechanism, because of which disputes arise between the "uazovods". The first drawback is the increased weight. Civilian bridges are lighter, and therefore fuel consumption is lower. Also, there are fewer complex parts in their design, so the "collective farmer" is more maintainable. And spare parts for the "warrior" are more difficult to find (the same gearbox of the military bridge). UAZ with a civil bridge is more comfortable to ride and high-speed. Also, due to the use of spur gears in military analogs, the operation of such a design is more noisy. Also on civilians, you can install a spring suspension and disc brakes. It is impossible to put all this on military bridges (including UAZ-469). Oddly enough, but civilian mechanisms are more unpretentious in service. Take oil, for example - military bridges have a lot more lubrication points.

Owner reviews

Some motorists, in response to the statement “military bridges are better than civilian ones”, agree only 50 percent. As for the increased ground clearance, these centimeters do not offer much of an advantage. Those who need to, lift the suspension and install more "evil" wheels. As a result, the ground clearance can be increased by 1.5-2 times - it all depends on the desire and skills of the car owner. Drivers also complain about increased noise. Still, army bridges make themselves felt, even if the vehicle is used for civilian purposes. And sometimes, to get to your destination (hunting or fishing), you have to listen to this "melody" for several hours. This is especially noticeable on asphalt surfaces. For many, flow and dynamics are important - with military bridges, you can simply forget about these two factors. Reviews from car owners say that the car hardly picks up a speed of more than 60 kilometers per hour, while fuel consumption increases by 10-15 percent. In terms of maintenance, reviews point to an oil leak problem. It starts at the final drives. Therefore, advice for those who are going to take a UAZ: immediately change the oil. Nobody ever thought about this seemingly simple operation. People buy this car and do not even think about the fact that periodically it is necessary to change the oil in the engine and gearbox, not to mention the bridges. Of course, this is a military machine and it is very difficult to "kill" it, but if you ride on one oil in a gearbox for 10 years, the machine will hardly thank you. As for cross-country ability, reviews note the special design of military bridges. They are made in the shape of a ski. Therefore, to get stuck on military bridges, you need to try hard. And they are more durable in terms of resource, due to the use of other teeth. Also, reviews note the absence of locks. You cannot put disc brakes on the UAZ-469. Military bridges "do not digest" them. But, along with this, it is possible to install wheels over 30 inches. If civil bridges are used, it is necessary to strengthen the constant velocity joints, axle shafts and the main pair.

On the problem of consumption and not only through the eyes of car owners

With regards to noise: judging by the reviews, this is a very subjective opinion. Someone scolds military bridges for noisy, but for someone it does not matter - "as they made noise before, so now." Regarding fuel consumption - with a properly adjusted intake system, such an UAZ will consume a maximum of 1.5 liters more than its civilian counterpart. In addition, some car owners note the lack of spare parts, since military bridges have not been produced for several decades. If it is possible to find something, it will only be disassembled, and it is not a fact that what was found will be in good condition. On the other hand, the bridge is not a "consumable" like a filter, rubber and oil. And you don't have to buy gears and other spare parts every day.

Off-road

If your priority is offorud, it is definitely better to put a military bridge. But if you often drive on normal asphalt surface, civilians are definitely chosen for such purposes. It’s not in vain that “collective farm” bridges are being installed on all police "bobiks". In urban areas, comfort and dynamics are a priority. Conclusion Thus, the type of bridge is determined by the further purpose of the car - it will go just for hunting and fishing, or be prepared for a full-fledged off-road. But it is worth noting that even a civilian UAZ on "stock" tires is able to get through the ford. But you should not use this opportunity on a daily basis: even on civilian bridges one can feel "military echoes" - a frame structure, a rigid spring suspension. So, we found out how military bridges (UAZ) are arranged, what are their advantages and disadvantages in comparison with civilians. As you can see, you need to initially know for what purposes it will be used.

Price

The price tag, to put it mildly, is very serious - if you take the new ones, produced by "Bars" (excellent, by the way, Russian-made bridges), then the purchase of a complete new set (front and back) will cost 140,000 rubles. Plus, the installation will result in a decent amount. They differ from the usual ones with a wider track (1600mm), and also in that the front axle goes under the springs. As the people note, it will be softer and more comfortable to ride on such bridges. Therefore, it is better to immediately look for a car on the warriors, since there are more than enough ads on Avito. There you can also find just bridges for 30-50k rubles, here you really need to look at the condition, you can take a cheaper one, in excellent condition from conservation, or you can get more expensive, rusty ones. All the same, during installation, they will need to be configured, sorted out. For work - for the installation of 1 bridge, the price tag is 5-7 thousand rubles.

Diagram (device) of a military bridge

Drive axles with final drives. The middle part of the driving axles with final drives differs from the above-described bridges in the smaller size of the differential and cantilever installation of the driving gear of the main drive on two tapered roller bearings 5 and 7 (Fig. 1). Rice. 1 Rear axle of the car UAZ-3151 1 - crankcase cover 2 - differential bearing 3, 13 and 49 - adjusting shims 4 and 23 - sealing gaskets; 5 and 7 bearings of the drive gear, 6 - an adjusting ring, 8 and 42 - cuffs, 9 - flange. 10 - nut, 11 - dirt deflector. 12 - support washer, 14 - spacer sleeve, 15 - adjusting ring for the position of the drive gear, 16 - drive gear, 17 - satellite, 18 and 57 - half-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 - bushing; 39 - the driven shaft of the final drive, 40 - thrust rings of bearings, 41 - gaskets; 43 - driven shaft bearing, 44 - final drive gear, 45 - drive shaft bearing nut, 46 and 50 - drain plugs, 47 - final drive gear, 48 and 56 - satellite boxes, 51 - crankcase, 52 - washer half-axle gears, 53 - half-axle gear, 54 - satellites axle, 55 - driven gear of the main drive Between the end of the drive gear and the inner ring of the large bearing, an adjusting ring 15 of the drive gear is installed, and between the inner rings of the bearings there is a spacer sleeve 14, an adjusting ring 6 and adjusting gaskets 13. The bearings of the drive gear are tightened with the flange mounting nut 10. The final drives of the rear driving axle are located in the crankcases, which are pressed by their necks onto the outer ends of the half-axle housings and secured with electric rivets. The pinion gear 47 is installed at the spline end of the half-shaft 48 between the ball 21 and roller 25 bearings. The ball bearing is secured by 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 drain with two bolts. The inner ring of the roller bearing is fixed on the axle shaft by 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 to the shaft by a nut 45, which is punched out after being tightened into the shaft groove. The driven shafts of the right-hand side drives and the bearing retaining nuts have a left-hand thread. To distinguish the nuts with a left-hand thread, they have an annular groove, and the driven shafts have a blind hole dia. 3 mm at the end of the shaft. With the wheel hubs, the driven shafts of the rear final drives are connected by splined flanges 35. The final drives of the front drive axle of the UAZ are located in the pivot pins (Fig. 2, the axle diagram) Rice. 2 Swivel pin of the front axle of the UAZ-3151 vehicle 1 - a rubber cuff in a metal casing, 2 - a ball bearing, 3 - a hinge of equal angles of speeds, 4 - gaskets, 5 - a grease nipple, 6 - a king pin, 7 - a king pin pad, 8 - a body of a pivot pin, 9 - a king pin bushing, 10 - ball bearing, 11 - final drive shaft, 12 - hub, 13 - air flange, 14 - clutch, 15 - retainer ball spring, 16 - protective cap, 17 - clutch bolt, 18 - trunnion, 19 - lock nut, 19 - the lever of the pivot pin, I ... III, and - the same as in fig. 112 Final drive housings are cast in one piece with pivot housings. The drive gear is installed on the splines of the driven knuckle of the hinge between the ball and roller bearings and is fixed together with the roller bearing with a nut 19, which, after tightening, expands into the groove of the shaft. The ball bearing is installed in the journal housing in a cage with an outer shoulder that takes 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 allow you to connect or disconnect, if necessary, the shafts with the hubs of the front wheels.

UAZ on military bridges (video)

The device of this node

The Soviet off-road vehicle UAZ 469, produced by the Ulyanovsk Automobile Plant, is unique in its own way. A 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 - differential device roller bearing;
3, 8 - corrective auto-gaskets;
4 - the tail part of the drive gear support;
5 - correction ring;
6 - oil distillation holder;
7 - nut;
9 - front gear of the rear axle;
10 - head bearing support;
11 - hydraulic thrust washer of the gear wheel axle shaft;
12 - gear element.

The device and elimination of breakdowns of the rear axle

The rear axle is a support, inside it is the main transmission of the semi-axle, the differential. It can be of two categories: with a single final drive or an additional wheel drive. Wheel adjusters, which build up 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. The wheel reducers provide huge ground clearance and are internally meshed gears. The main gear is bevel, with a spiral tooth, bearing unit, which has a main gear and a bevel drive with 4 satellites. The satellite is a gear wheel that is compact, simple, rarely breaks down, contributes to quick, easy gear shifting.

Carter knot

The crankcase has a drain and filler hole and contains a certain amount of oil to lubricate the wheel hydraulic governor.

The rear converter support is decoupled and consists of such elements as a cover, protection against contamination, pressed-in axle shaft housings. 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 the roller bearing and bushing, tightened with a nut, and is fixed in the shaft groove. The ends of the shafts of the gearbox have movable couplings that help to group, separate the shafts from the wheel hubs, if necessary.

With the couplings disconnected, the UAZ 469 becomes rear-wheel drive. This is useful on good paved roads. When driving on impassable terrain, switching off is impractical. It is possible to disconnect and reconnect the hubs from the beginning of the operation of the quick response clutch or the hub cam. In this case, it is not required to climb under the bottom of the car.

Features of dismantling the node

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

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

When inspecting the oil stripping ring, check for surface irregularities. If so, process to a thickness of 5 mm. The same - with the cardan flange. Grinding height up to 53 mm. Rinse the protection surfaces. Blow out oil lines. Drive construction parts, axle shafts, replace if there are scuff marks, severe wear.

The nuances of installation and adjustment

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

Connection of both boxes of satellites, depending on the body serial number.
A crosspiece is inserted into the left satellite box.
Place the assembly gear in the left box.
Lubricate differential units (axle gears, satellites, axles, thrust washers) with transmission oil.
Secure the journals of the gear rings of the axle shafts with support washers.
The satellites must be fixed on the axis of the disconnected cross-piece.
Carry out the same actions with the right box.
Tighten the parts of the boxes, enter the driven wheel of the base gear.

The master goes through the unit

Turn the gears of the axle shafts of the mounted differential using the splines with a force of no more than 59 N.
The adjustment of the drive structure elements is carried out when they are replaced.

Fasten the inner rings of the differential bearing units on the journals, the end play between the box and the rings should approach 3.5-4.0 mm.
The installed modular differential is closed by an auto-gasket, a reservoir cap. Roll in the bearings to set the correct position. Secure the heat exchanger closure.

Installation and adjustment of ball bearings of the rear transducer conductive gear.

Fixing the guide elements to the main gear.
Lapping the tail end with the guide element.
Arrangement of spacers and spacers of the roller assembly between the inner rings.
The main fastener of the main gear adjusting ring.

All intermediate actions, punching are shown by the diagram in Fig. 2. This diagram describes all the nuances in more detail.

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

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

Potential is established in the heat exchanger with well-adjusted assembled roller bearings, gasket of their separation from the cover, reinforced with a bolt.
The distance between both teeth is set: 0.2-0.6 mm. The backlash is adjusted taking into account the number of oil seals of the driven gear: with a decrease in their number, an increase in the gap is necessary, and vice versa. When rearranging the gaskets, the tension of the potential elements is not violated only when the number of gaskets does not change.
A diagram of the engagement of gear wheels along the contact patch is shown in Fig. 3.

A front drive axle with a single-stage main gear was installed on UAZ-469B utility vehicles and cars of a wagon layout of the UAZ-452 family, and a front drive axle with wheel reduction gears on UAZ-469 vehicles.

Front drive axle UAZ-469, UAZ-469B and UAZ-452 family, device.

The crankcase, final drive and front axle differential do not differ from the corresponding axle parts and assemblies. With the exception of the drive pinion slinger ring, which has a right-hand thread and the P stamp - only for single-stage axles. All operations of disassembly, assembly, maintenance, adjustment and possible malfunctions are the same as for.

Front drive axle with side wheel reducers of the UAZ-469 vehicle.

Front drive axle UAZ-469B and cars of the carriage layout of the UAZ-452 family.

The device of the steering knuckle of the front drive axle UAZ.

The steering knuckles of the front axles of the UAZ-469 car and the UAZ-469B cars, and, accordingly, the UAZ-452 differed in design and construction.

The steering knuckle pins are installed with a preload of 0.02-0.10 mm. From turning in the steering knuckle housing, the pins are locked with pins. The preload is adjusted with shims installed at the top - between the steering knuckle lever (right) or pad (left) and the steering knuckle housing, at the bottom - between the linings and the steering knuckle housing.

To keep the lubricant in the steering knuckle housing and to protect it from contamination, an oil seal is installed on the ball bearing, consisting of an inner cage, a rubber ring with a spring, a baffle ring, a felt sealing ring and an outer cage. The oil seal is bolted to the steering knuckle housing.

To prevent oil from flowing from the main gear housing to the steering knuckle, there is a self-tightening rubber gland in a metal cage inside the ball joint. Grease fittings are installed on the steering knuckle arm (right) and on the upper kingpin pad (left) to lubricate the upper pivots and add grease to the ball joint. The lower pivots are lubricated with grease coming by gravity from the ball joint.

A constant angular velocity hinge is installed inside the steering knuckle. The design of the hinge ensures that the angular velocities of the driving and driven shafts are constant regardless of the angle between them. The hinge consists of two forks with four balls in the curved grooves. The fifth ball is located in the central sockets of the forks, which is a locating one and serves for centering the forks.

The joint is limited from longitudinal movement by a thrust washer and a ball bearing. The inner drive hinge fork is spline-connected to the differential side gear. And at the end of the outer driven fork on the splines, only for the steering knuckle of the gearbox of the UAZ-469 car, there is a drive gear of the wheel reducer and a roller bearing, which are locked with a nut.

The driven gear of the internal gear wheel reducer is bolted to a shaft rotating in a roller bearing installed in the wheel reducer crankcase cover and a bronze bushing installed inside the trunnion.

Couplings for disabling wheels of the front drive axle UAZ, hubs.

At the end of the shaft there is a device for disabling the front wheels of the car, which consists of a movable coupling mounted on the shaft splines, and a bolt with a spring and a ball. The outer splines of the movable coupling are connected to the inner splines of the driving flange, which is bolted to the wheel hub.

To reduce the wear of the front axle parts and save fuel when operating the UAZ on paved roads, it is advisable to disconnect the front wheel hubs together with the front drive axle turning off. To do this, remove the protective cap and, by unscrewing the bolt from the shaft hole, set the coupling to the position where the signal ring groove on its surface is located in the same plane with the flange face. With the coupling in the required position, screw on the protective cap.

The wheel is turned on by tightening the bolt and tightening it securely. Operations for engaging and disengaging clutches are performed simultaneously on both wheels of the front axle. Engaging the front axle with the wheels off is not allowed.

Wheel reducer of the front axle UAZ-469.

The device of the wheel reduction gear of the front axle of the UAZ-469 car is almost similar to the device of the wheel reduction gear of the bridge. It differs from it in the installation and fastening of the drive gear and the design of the ball bearing, which is installed in a special glass. The drive gear is mounted on the involute splines of the driven hinge fork and is secured together with the bearings with a special nut, which, after tightening, is drilled into the shaft groove.

A support washer is installed between the gear and the roller bearing. The pinion gear and ball bearing of the front gearboxes are not interchangeable with those of the rear gearboxes. Otherwise, the front gearboxes are designed in the same way as the rear ones and require the same maintenance.