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1. The use of contaminated oils is not allowed.
2. It is not allowed to engage the transmission in the main box until the selected range of the range is turned on, that is, until the control lamp when you turn on the slow range or until it goes out when you turn on the fast range
Demultiplier switching time 0.5-1.0 sec.
3. When the car is moving, it is strictly forbidden to engage the first gear in the main gearbox when the fast range of the range is engaged.
4. First gear and gear reverse turn on only after a complete stop of the car and with the included slow range in the range.
5. It is not allowed to include the slow range of the range multiplier when the vehicle speed is higher than the minimum speed specified in table 1.
6. It is not allowed to change gears while the car is moving with the power take-off switched on.
7. It is not allowed to increase the number of revolutions of the engine when braking the car with the engine, in excess of maximum speed idle move.
8. The maximum temperature of the oil in the gearbox is 120˚С. Short-term operation (no more than 2 hours) is allowed at oil temperatures up to 145˚С.
Preparing the transmission for work
Before operation, it is necessary to check the connection of the transmission control systems to the corresponding systems of the vehicle;
Pneumatic control system of the range multiplier to the pneumatic valve of the gearshift mechanism located in the gearshift lever, and pressure reducing valve to the pneumatic system of the car;
Power supply automatic system blocking of electronic-pneumatic type (АСБП) to the car wiring diagram;
Power supply of the control lamp for switching on a slow gear in the range multiplier and for switching on the reverse gear to the vehicle's electrical system;
The lever of the shaft of gear shifting to the drive of the transmission control.
Check the oil level in the gearbox by unscrewing the plug with the level indicator from the filler hole located on the right side of the gearbox housing, and then insert the plug with the indicator into the hole until it stops in the thread. The oil level should be at the top mark on the gauge. After checking the oil level, screw the plug into the hole.
Check the operation of the ASBP, for which first make sure that when the slow gear is engaged in the demultiplier, the control lamp is on, and when switching to fast transfer- goes out. Shifting gears in the range switch is made with the range switch located on the gear lever handle, with an air pressure in the car's pneumatic system of at least 450-490 kPa (4.5-4.9 kgf / cm²).
Accelerate the car to a speed 5-10 km / h higher maximum speed specified in table 1.
The maximum speed according to the table is determined for each car, depending on gear ratio rear axle and the tires fitted to the model vehicle.
Squeeze out the clutch, disengage the gear in the main gearbox, engage a slow gear in the range multiplier and monitor the warning lamp and vehicle speed.
If the changeover occurs immediately (the control lamp will light up) after engaging a slow gear in the range multiplier at a speed higher than the maximum speed indicated in Table 1, the ASBP is faulty. In this case, without releasing the clutch pedal, reduce the speed by 5 km / h below the minimum specified in Table 1, and then switch.
If the inclusion of a slow gear in the range occurs when the vehicle speed is below the minimum specified in table 1. - the ACBP is working properly.
Check the operation of the pneumatic blocking of the first gear and reverse gear in the main gearbox in the following sequence;
Set the gear shift lever to neutral;
Engage a slow gear in the range and make sure that the force on the head of the gear shift lever when moving it towards the engagement of the first gear and reverse gear is 5-10 kg;
Switch on fast gear in the range and check the force on the head of the gear shift lever when moving it towards engaging the first gear and reverse; the effort should be 4-5 times more compared to engaging in a slow gear in the demultiplier.
Maintenance
Maintenance work is mandatory and must be carried out strictly on time.
Maintenance of the gearbox by frequency and work performed is divided into the following types:
Daily maintenance (EO);
Maintenance after running-in the car (1000 km of run);
First maintenance (TO-1);
Second maintenance (TO-2).
The frequency of maintenance of the gearbox (TO-1 and TO-2) corresponds to the frequency of maintenance of the vehicle on which it is installed.
During maintenance, it is necessary to ensure conditions that exclude the ingress of dust and dirt into the gearbox assemblies.
Daily maintenance
Check by visual inspection for signs of oil leakage from the gearbox. Check the tightness of the pneumatic range control system.
Air leaks are audible. Alternately moving the range switch to the up and down positions, listen to the air lines with the lever in the neutral position in the main box and with any gear engaged.
If oil or air leaks are found, identify the cause and correct the malfunction.
Maintenance after vehicle break-in
After running in the car, drain the oil from the gearbox housing, clean the magnet drain plug from metal particles, the cover installed on the bottom of the lower crankcase, clean from wear debris.
Drain the oil from the box immediately after hot work.
After draining the oil, flush the box crankcase with liquid industrial oil, for example, I-12A or I-20A in accordance with GOST 20799-88. Do not flush the transmission with diesel fuel or kerosene. Fill in fresh oil up to the upper mark on the dipstick.
First maintenance (TO-1)
Check oil level and top up if necessary.
Change the oil in the gearbox following the steps Maintenance after running in the car.
Clean and lubricate with Litol-24 grease the spool, the piston, the inner surfaces of the air distributor cylinders, the piston cups and the inner surfaces of the range switch cylinder.
Check the operation of the ABSP.
Check the air pressure at the outlet of the pressure reducing valve, which should be within 450-500 kPa (4.5-5 kgf / cm²).
Check the tightness of the pneumatic control system of the range multiplier, eliminate the detected air leaks by tightening the bolts or replacing the sealing washers.
Transmission oils approved for use in the gearbox and the recommended viscosity grades of transmission oils depending on the ambient temperature, ° C, are shown in Table 2.
1. At an ambient temperature below minus 20˚C, it is allowed to use a mixture of transmission oil (85%) permitted for use with diesel fuel of grade "A" or "Z" (15%).
2. Oil MT-16P gost 6360-83 is allowed for use in a gearbox with a halved replacement period.
3. It is allowed to use imported gear oils with API performance level of at least GL-4, viscosity class according to Table 2.
Varieties safe oils for each specific MAZ model it is worth looking in their service books and operating manuals. For those who do not have access to such documentation, we present to you a small collection of recommendations on where and what kind of oil for MAZ should be poured ...V summer period for MAZ engines, DS-11 can be called a universal version of oil, and M12 and its variation M12V, made on its basis, will also fit M10V. In winter (as soon as the temperature dropped below + 5 ° C), it is worth switching to DC-8 with the required percentage of additives. The engine will not suffer even if DP-11 is used with low-sulfur diesel fuel in summer and DP-8 in winter.
The exact replacement times are calculated for each car separately, but the standard according to which the oil is changed in MAZ (engine) is considered when the first replacement is carried out after the first 5 thousand kilometers, and all the following are done with a frequency of 10,000 km.
The replacement itself is performed in the following sequence:
We merge the "working off";
- fill in flushing oil and let the engine run at low frequencies for 25 minutes;
- we drain the flushing oil;
- change the oil filter;
- pour in fresh oil.
Use other brands of oil for the transmission. So for the warm season, the best option would be TS-14.5 or its aviation analogue - MK-22. For the winter, the oil in the MAZ checkpoint needs to be changed, good option there will be either a special winter MK-14, or an "all-season" MT-16p. It should be remembered that the high viscosity of the "winter" oil can cause its insufficiency in the needle bearings, so it is worthwhile to warm up the gearbox housing before starting the engine.
Sometimes such a procedure is physically impossible, so in the winter before a long parking, the oil is drained from the crankcase. When it's time to hit the road, the heated oil is poured back into the MAZ box to the level of the control mark. By the way, this control hole should serve as a guideline during operation as well - periodically check the oil level in the box and top up as necessary.
For most MAZ models, oil is poured into the axle the same as into the gearbox, although some cars "like" a lot of specifics. For example, the box and the bridge of 6422 "prefer" TAD17 or TM5. But, we repeat, it is worth trying and finding instructions for your car, and our company "SpetsMash" will try and find the oil you need.
3 9 ..LUBRICATION OF THE YAMZ-239 GEARBOX
Gearbox lubrication is mixed - pressure and spray lubrication.
The bearings of the pinion gears of the secondary shaft, the bearings of the demultiplier satellites, the front bearing of the secondary shaft, the gearing of the planetary gear of the range gear, the front bearing of the range shaft are lubricated under pressure.
The spraying lubricates the gearing of the gears of the main gearbox, the bearings of the input shaft and the rear secondary shaft, the rear bearing of the demultiplier shaft, the parts of the synchronizers, the parts of the gear shifting mechanism.
Gears and bearings intermediate shaft, the reverse idler gear is partially immersed in oil, poured into the cavity of the gearbox crankcase through the threaded hole in the spacer between the housings of the main gearbox and the range multiplier. The oil level is determined by the lower edge of this hole, while refueling capacity will range from 9.5 liters (horizontal) to 11.5 liters (when tilted back 7 degrees), depending on the angle of the gearbox axis, which depends on the angle of the axis crankshaft engine. When the intermediate shaft rotates, the teeth of its gears capture oil, which gets into the gearing, and also splashes in the form of a large number of drops, falls on other parts and in the gaps between the parts. The amount of oil suspended in the crankcase cavity in the form of small droplets (oil mist) depends on the intermediate shaft speed, oil temperature and its viscosity characteristics.
The lubricant is supplied under pressure by a gear pump, the appearance of which is shown in Figure 28, installed on the front end of the gear case (see Figure 2).
Rotation of the pump drive gear is ensured by connecting the pump shaft to the intermediate shaft by means of a groove formed by the flat ends of 2 rollers installed in the radial holes of the intermediate shaft (see Figure 5) and two flat flats on the pump shaft. The pump design is shown in Figure 29.
The oil is taken by the pump from the crankcase through the intake mesh and then along the longitudinal and vertical channels (drilled holes) in the crankcase walls enters the suction cavity to the gears oil pump... The gears of the pump capture oil and feed it under pressure through the oil line (tube) into the cavity of the bearing cover of the primary shaft, from which oil from the groove through three inclined holes in the primary shaft and the oil bypass pipe (see Figure 3) enters the central hole of the secondary shaft (see Figure 8). The cover with a movable input shaft of the gearbox is sealed with a lip, the direct supply of oil to which is prevented due to the minimum clearance of the bore of the cover with a sealing ring on the input shaft. Oil leaked through the gap without pressure through the drain channel in the cover is used to lubricate the input shaft bearing.
The scheme of oil supply to the main gearbox of the YaMZ-239 type and to the demultiplier is shown in Figure 30. From the central hole of the secondary shaft, oil flows through the radial holes to the roller bearings of the secondary shaft gears. From the end of the central hole of the secondary shaft, the oil through the oil bypass pipe 4 (see Figure 30) enters the central hole of the demultiplier shaft extension and then through the radial holes 8 of the demultiplier shaft extension and the inclined hole 7 of the demultiplier shaft enters the oil accumulator cavity 13 formed by the surfaces output shaft, high range gear clutch, oil accumulator rings. From the named cavity, the oil flows through the inclined holes 6 of the axes of the satellites to the roller bearings and then through the gaps between the end surfaces of the satellites and the surfaces of the shaft, the output oil enters the teeth of the ring gear.
The front bearing of the output range shaft is lubricated with oil coming through the radial hole 10 of the oil bypass pipe 4. The front bearing of the output shaft is lubricated through the radial hole 14 of the primary shaft tube 3.
The teeth of the sun gear, satellites, ring gear and the rear bearing of the output shaft are additionally lubricated with oil coming from the central hole of the output shaft extension and then through the radial hole 5 in the extension, the inner cavity of the sun gear, clearances in the tooth connection of the coupling with the sun gear. Oil is also added here after lubrication. front bearing the shaft of the output range.
Oil trapped on the sun gear teeth is transferred to the planet gear teeth and to the ring gear teeth. Oil that has passed through the gaps in toothed clutch towards the output shaft, lubricates the rear roller bearing of the output shaft.
For additional lubrication of the front bearing of the intermediate shaft, channel D is made in the oil pump housing (see Figure 29). Grease rear bearing the intermediate shaft is carried out in the same way with oil drained from the range multiplier into the crankcase of the main gearbox.
Lubrication of the rear bearing of the output shaft of the demultiplier and the worm gear of the speedometer drive is provided with oil mist, as well as the other parts of the gearbox of the YaMZ-239 type.
Drainage of oil from the main gearbox crankcase and demultiplier crankcase is provided through a threaded hole in the lower part of the main gearbox crankcase, which is closed with a special plug with magnets to collect magnetic metal particles - wear products of gearbox parts.
For correct and durable operation, machine units must be lubricated on time, so we will consider what and how much oil in a KAMAZ gearbox with and without a divider needs to be poured.
The amount of oil in the old-style KamAZ gearbox - five-speed without a divider, is 8.5 liters. The lubricant level should be checked as often as possible and at least once a month. Once a year should be carried out complete replacement oil in the KAMAZ checkpoint, provided that the mileage does not exceed 90 thousand kilometers. When this figure is reached, the replacement must be performed earlier. For cars operating in difficult modes, this figure is halved. This is due to the rapid development of the oil resource with frequent gear changes, as well as long work in low gears. The oil in the KAMAZ checkpoint is checked using an indicator attached to the filler plug. In ZF-KAMA speed distribution mechanisms, level control is carried out through control holes located on the crankcase.
Do you need a KAMAZ checkpoint?
The presence of a divider increases the amount of oil used in the KAMAZ gearbox. Ten-speed gearboxes already require 12 liters of transmission oil. Replacing it is a simple process, so most drivers know how to change the oil of a KAMAZ gearbox.
This procedure is performed as follows. First, the filler cap is unscrewed. Then two drain plugs are unscrewed at the bottom of the crankcase. In units equipped with a divider, unscrew the plug from its crankcase. Before draining, start the engine and warm up the oil to reduce its viscosity. Since the drain plugs are equipped with magnets to trap metal particles, they should also be thoroughly cleaned.
Mechanisms Kamsky plant unpretentious, so truck owners use domestic oil in the KAMAZ 5320 or 6520 checkpoint. For this, the TSp-15K brand or the all-season MT-16p is used. Concern Lukoil produces an excellent TM-5 SAE 80W-90 transmission. When using a transmission, it is important to consider the weather conditions. In hot climates, it is necessary to use more viscous grades - 85W-90, with severe frosts- more fluid - 75 W-90. To increase the service life, it is advisable to use Shell Spirax S6 AXME, Castrol Syntrax Long Life, Esso Gear Oil GX.
How many liters of oil is in the KAMAZ gearbox produced by the joint venture ZF-KAMA? 8 liters are sufficient for lubricating these units. lubricant for ZF 9S1310 and ZF 16S151, and for ZF 16S181 - 10 liters. The numbers are given for replacement, the first time a larger number is needed. For the given modifications, it is 9, 11 and 13 liters.
Oil in the ZF gearbox at KamAZ
The instructions for use determine which oil to fill in the ZF KAMAZ gearbox. Lubricants domestic production have a lower price, however, for use in expensive imported mechanisms, it is better to use branded oil in the ZF gearbox at KamAZ. For these purposes, you should choose Titan Cytrac Man Synth 75W-80 or Titan Cytrac LD 75W-80. Both Castrol EP 80W and Mobil GX-A 80W are perfect. A high-quality brand of oil in the gearbox will extend its service life and reduce wear on parts. Therefore, the best choice is to use the oil in the ZF KamAZ gearbox specified in the specifications for this box. These are GL-4 and MIL-L2105 classes. Viscosity is also determined by the temperature conditions of the environment. For cold climates 75 W-90 (80), for the middle lane - 80W-90, and for hot weather - 85W-90. 
Part 2
Checking and changing the oil in the gearbox. If the oil level in the gearbox crankcase is lower than the control hole located on the left side of the crankcase, then the oil must be added.
In car gearboxes MAZ, KrAZ and KamAZ it is recommended to fill transmission oil TS-14.5... In the summer you can replace it with aviation oil. MK-22, in winter - oil MK-14 or multigrade oil MT-16p.
The use of viscous oil in winter makes it difficult for the pump to pump it to the needle bearings and can cause premature wear. Therefore, in winter (at temperatures below -30 ° C, when the oil becomes very thick), it is recommended to warm up the gearbox before starting work, without using an open flame. If gearbox it is impossible to warm up the car before starting work, the oil from the crankcase should be drained during long-term parking. Before starting the engine, heated oil is poured into the gearbox crankcase to the level of the control hole.
An insufficient amount of oil in the gearbox housing is detected during vehicle operation by the increased noise of the gearbox gear teeth.
Drain the oil from the gearbox housing only when it is hot enough (for example, immediately after the vehicle is running). To drain the oil, there are two drain holes with screw plugs located in the lower part of the crankcase. After removing the oil, unscrew the bolts, remove the intake cover of the oil pump and rinse the mesh filter and intake magnet. Having assembled the intake, install it in place, making sure that the cover or its gasket does not block the oil line.
After draining the oil, it is recommended to flush the gearbox housing with 2.5-3 liters of spindle oil. With the gear lever in neutral, the engine is started and stopped after a few minutes, after which the flushing oil is drained. Application for flushing kerosene or diesel fuel may cause damage oil pump.
From remote shift mechanism gear oil is drained through a hole located in the lower part of its body, and poured through the upper hole.
It should be borne in mind that when the vehicle is being towed, the engine is not running and the gearbox is in neutral position, the gears of the oil pump driven from the intermediate shaft do not rotate. Thus, the pump does not supply oil either to the gear bearings of the rotating driven shaft, or to the tapered surfaces of the synchronizers. As a result, seizure marks can form on them.
For the pump to work on the towed vehicle, disengage the clutch and engage 4th gear. When towing the vehicle for a long time, it is recommended to disconnect the transmission from the main gear.
Checking the attachment and lubrication of the cardan transmission. At each TO-2 it is recommended to check the fastening of the flanges and the bracket of the intermediate support.
The tightness of the flanges is checked with the released parking brake swinging the corresponding universal joint laterally. If the flange is loose, disconnect the adjacent end cardan shaft and, having unpinned the flange fastening nut, tighten it to failure, and then put the cotter pin.
To prevent beating cardan shafts , check the fit of the crosspieces in the bearings and the bearings in the propeller shaft forks. Sign of wear needle bearings the appearance of a metallic knock when starting the car from a place serves.
The outer surfaces of the cardan shafts and cardan joints are cleaned of dirt and the condition of the plugs is checked. The openings in the plugs for communication with the atmosphere, the heads of the safety valves and grease fittings must be free of blockages. Pivot and spline joints are lubricated strictly according to the schedule with the oils recommended in the lubrication chart.
Checking the mountings and lubricating the final drive
When carrying out each TO-2 for MAZ and KrAZ vehicles, it is recommended to check the fastening of the main gear housings (gearboxes) to the drive axle housings.
All bolts of the final drive housing must be evenly tightened to ensure complete crankcase tightness.
After driving 20,000 km, it is necessary to check the tightness of the drive bevel gear nut and the differential mounting nuts. The tightening torque of the drive gear nut central gear should be 430-600 Nm, and the tightening torque of the nuts for securing the differential bearings should be 245-275 Nm. The value of the moment is checked with a torque wrench.
During each TO-1 check the oil level in the crankcase of the main gear and, if necessary, add oil. Change the oil through one TO-2.
To prevent an increase in pressure in the crankcase of the main gear, which causes oil to leak through the oil seals, it is necessary to clean the air ducts of the breathers from dirt at each TO-1.
