The device of the front axle of the UAZ 469 differs from the rear analogue in some design features. In addition to the bridge girder and differential, the unit includes equal speeds at the corners and a gearbox. The axle shaft casing is connected to the ball joint by means of a flange. The hinge body is fixed with a pair of pins. A gearbox cover with a trunnion and a brake shield is bolted to the frame.
Description
To reduce the degree of wear of the unit parts, it is recommended to turn off the front axle of the UAZ 469 when moving on a hard surface, the device of which will be discussed below. You should also deactivate the hubs on the front wheels. To do this, remove the caps and unscrew the bolts from the shaft seat. As a result, the coupling is set to the position corresponding to the annular groove and the face of the coupling. After installing this element in the required position, they begin to tighten the protective cap.
The front wheel is activated by securely locking the bolts. The bridge design scheme is focused on synchronous switching on and off of the drive of both wheels.
Front axle device UAZ 469
The crankcase, main gear and differential correspond to those of the rear counterpart. In modification 469B, an oil deflector ring and a right-hand thread with the "P" brand are provided. A ball joint is attached to the axle shaft casing. It is fixed with five bolts. Bushings and pivots are pressed into it. In addition, the support has a wheel reducer housing cover and a steering knuckle housing. A trunnion and a brake shield are attached to the locking element with six bolts.
The pivot attachment of the rotary cam is mounted with an interference, the value of which is adjustable from 0.02 to 0.10 mm. To prevent this element from turning, locking pins are provided in the design. Position adjustment is made by means of shims installed at the top, between the knuckle lever. In addition, the position can be corrected by installing shims in the side and bottom of the part.
Peculiarities
The device of the front axle of the UAZ 469, the photo of which is presented above, assumes the presence of an oil seal, which is responsible for retaining the lubricant in the housing and protecting the rotary cam from contamination. The element consists of an inner cage, a partition, a felt pad and an outdoor unit. The oil seal is attached to the frame with bolts.
Protection against overflow of the lubricant mixture from the main gear case to the rotary cam is provided by an internal self-tightening rubber gland in a metal cage. The upper pivot elements and the ball joint are lubricated through special grease fittings. The lower elements are lubricated with a substance coming from the support by gravity.
Hinge
The UAZ 469 front axle device includes a hinged angular velocity stabilization system. Its design guarantees the stability of the angular velocity of the driving and follower shafts. In this case, the distance and deviation between them do not play a role. The hinge itself consists of a pair of forks, in the curved sockets of which four balls are placed. In the center compartments of these parts there is a fifth locating ball that serves to center the forks.
Longitudinal movement of the joint is prevented by a ball bearing and a safety washer. The drive inner fork interacts with the differential pinion axle. On the edge of the outer driven fork, the main gear of the wheel reducer and a roller-type bearing with a lock nut are mounted. Internal engagement of the element takes place by means of a bolted connection. The driven part is aggregated with a roller bearing shaft and a bronze bushing in the middle of the journal. At the end of the shaft there is a device for deactivating the front wheels of the machine. It consists of a movable sleeve, spring, balls and bolts. The part is connected with the outer projections to the inner splines of the flange, which is fixed with bolts on the hub.
Gearbox device
469, the gear unit has almost identical to the wheel gear of the rear axle. Among the differences between these elements is the method of installation and fastening of the drive gear, as well as the design of a ball bearing placed in a special glass socket. The leading one is mounted on the splines of the driven articulated yoke. It is fixed with bearings by means of a special nut, which is drilled into the groove of the shaft after tightening.
The support washer is located between the roller bearing and the gear. These parts are not interchangeable with those of the rear gearboxes. Maintenance is the same for both nodes.
Front axle device UAZ 469: connection diagram
The assembly and connection of the part in question is carried out in the following order:
- The bushing is inserted into the knuckle pivot by pressing. It should be flush with the end of the seat. Then the sleeve is turned and adjusted with a special brooch to the required diameter.
- Limiting the movement of the joint of identical angular longitudinal velocities is provided by washers installed in the trunnion and the ball joint. Their location should be directed by the lubrication grooves towards the hinge. The fixing washer is fixed by punching in several places at points evenly distributed around the circumference.
- Replacing the pivot bushings involves pressing and screwing them to a diameter of 25 mm, with the possibility of passing through each bushing.
- When installing the hinge, grease is poured into the support.
- The device of the front axle on the UAZ 469 involves the adjustment of the necessary axial tensions with the help of regulating inserts, on which the location of the bushings and the ball joint itself depends. At least five shims are used. The total thickness indicators at the top and bottom should not have a difference of more than 0.1 mm.
- Before collecting the oil seal, the felt ring is soaked in warm engine oil.
After assembling the front axle, it is tested on the stand in a static state and under load. This position is created by synchronous braking of the axle shafts. If the unit is assembled correctly, there will be no increased noise of the unit, oil leakage in the oil seals and cuffs, as well as the joints.
Maintenance
The device of the UAZ 469 front axle, the diagram of which is given above, provides for a number of preventive and adjusting operations during the operation. Among them:
- Periodic tightening of threaded connections.
- Checking the pivots for clearances.
- Correction of bearings.
- Repair of gear engagement points.
- Convergence check.
- Regular lubrication of rubbing parts according to the lubricant specification table.
A visual check of the UAZ 469 front axle device provides for an inspection of the steering knuckles for the integrity and suitability of the adjusting screws, limiting rotary stops, as well as the reliability of the stopper of these elements.
The design diagram of the unit under consideration is designed for the maximum angle of rotation of both wheels in the corresponding positions of the order of 27 degrees. An increase in this indicator indicates deformation of the articulated rotary cams, and this significantly complicates the repair.
Adjustment
The device of the front axle of the UAZ 469, the photo of which is given above, in the factory presupposes adjustment of the pivot pin with pretension. In this case, the same number of shims are installed at the top and bottom of the assembly.
The device of the front axle pivot of the UAZ 469 differs in that special attention must be paid to the tightening mode of these elements. Fixation weakens as a result of the gradual wear of the rubbing parts. Gaps along the axes appear between the pivot ends and the support rings.
Repair
The front 469, the design of which is discussed above, can sometimes require repair. For repair, you will need to remove the part and disassemble it. This process is carried out as follows:
- Pads are put on the rear wheels of the car.
- Nuts and other block mounting systems are unscrewed.
- The rod is unhooked from the bipod, after which the nuts on the shock absorbers and the ball pin are removed.
- The fastening of the front springs with linings is dismantled.
- The front part of the car is lifted by the frame, after which the assembly is dismantled.
The front axle of the UAZ 469, the device described above, requires professional maintenance. But if you have the appropriate skills, you can manipulate this block on your own.
Axles 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 simultaneous replacement of the rear propeller shaft.
Rice. 3.106. Rear axle with final drive:
1 - cover of the main gear housing; 2 - differential bearing; 3,13,49 - shims; 4 - a sealing gasket; 5,7 - drive gear bearings; 6.15 - adjusting rings; 8.42 - cuffs; 9 - flange; 10 - nut; 11 - dirt reflector; 12 - ring; 14 - spacer sleeve; 16 - leading gear wheel of the main transfer; 17 - satellite; 18 - right semiaxis; 19 - side gear housing; 20.29 - oil deflectors; 21 - semi-axle bearing; 22,26,40 - retaining rings; 23 - sealing gasket of the side gear housing; 24 - side gear housing cover; 25 - bearing; 27 - brake shield; 28 - brake drum; 30 - wheel bolt; 31 - pin; 32 - hub bearing; 33.41 - gaskets; 34 - lock washer; 35 - leading flange; 36 - nut of the hub bearings; 37 - lock washer; 38 - bushing; 39 - the driven shaft of the side gear; 43 - driven shaft bearing; 44 - driven gear wheel of the side gear; 45 - special nut; 46.50 - drain plugs; 47 - leading gear wheel of the side gear; 48 - right cup of the satellite box; 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 cup of the satellite box; 57 - left semi-axis
Maintenance
Maintenance of axles with final drives differs from the one described above by the technology of changing the grease in the joints of the steering knuckles of the front axles, checking and changing the oil in the housings of the final drives, as well as adjusting the position of the driving gear 16 of the main gear and its bearings 5 and 7 (see Fig. 3.106 ).
After adjusting the side play, it is necessary to check the engagement of the final drive gears by the contact patch, as indicated in the section "Assembling and adjusting the rear axle assemblies" (p. 73).
After a run of 50,000 km, during the next maintenance, it is recommended to tighten the bolts of the final drive gear 44 and the final drive gear 55, as well as the bolts of the removable final drive bearing housing 25.
The position of the gear 16 is adjusted by selecting the adjusting ring 15 of the required thickness. When replacing the main gears and the large tapered bearing or only the main 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 the large tapered bearing 5, so as not to disturb the position of the gear, measure the mounting height of the old and new bearings and, if the new bearing has a higher mounting height than the old one, then reduce the thickness of the adjusting ring 15, and if it is less, then increase it 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 cannot be done, then change the number of shims 13 and again by selecting the ring and tightening the nut, achieve such a preload of the bearings so that there is no axial movement of the gear, and the gear rotates without great effort. Check with a dynamometer with the rubber cuff removed 8. With correct 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 worn-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 steering knuckle; II - left steering knuckle; III - wheel cut-off clutch (for variant, see Fig. 180, IV); 1 - oil seal; 2 - ball bearing; 3 - steering knuckle joint; 4 - gasket; 5 - grease nipple; 6 - kingpin; 7 - pad; 8 - steering knuckle body; 9 - king pin bushing; 10 - bearing; 11 - the driven shaft of the side gear; 12 - hub; 13 - leading flange; 14 - clutch; 15 - retainer ball; 16 - protective cap; 17 - coupling bolt; 18 - pin; 19 - lock nut; 20.23 - support washers; 21 - the leading gear wheel of the side gear; 22 - locking pin; 24 - rubber sealing ring; 25 - thrust washer; 26 - axle shaft casing; 27 - bolt of rotation limitation; 28 - stop-limiter for wheel rotation; 29 - steering knuckle lever
Change grease in the joints of the steering knuckles, proceed in the following order:
1. Disconnect the flexible hose from the wheel cylinder of the brake mechanism and the tips of the steering rods from the levers, unscrew the bolts securing the clips of the o-rings of the ball joint and slide the clips with O-rings onto the neck of the ball joint (Fig. 3.107).
2. Unscrew the nuts of the studs securing the lever or the bolts of the upper pivot pad and remove the lever or pad and shims.
3. Unscrew the bolts securing the bottom pad, remove the pad with adjusting shims.
4. Using a puller (see Fig. 3.102), remove the pins from the steering knuckle housing and remove the housing assembly with the ball joint hinge.
5. Carefully, without moving the forks apart (so that the balls do not jump out), remove the joint assembly with bearings and gear from the steering knuckle housing. Do not remove the hinge from the steering knuckle housing and disassemble it without special need.
6. Remove the used grease from the ball joint, joint and housing, rinse thoroughly with kerosene and add fresh grease.
Rice. 3.102. Pin puller
Perform assembly in the reverse order to disassembly, observing the requirements for adjusting the pins. When installing the flexible hose of the brake drive, do not allow it to be twisted. After assembly, bleed the brake drive system (see section "Service brake system").
Disassemble the final drive in the following order:
1. After removing the hub with the brake drum (see the section "Removing, disassembling and assembling the hubs"), unscrew the clutch of the brake drive pipeline (on the front - a tee of connecting pipes and a flexible hose) from the wheel cylinder on the rear brake shield, unscrew the fastening stud nuts trunnions and remove the spring washers, oil deflector, trunnion, trunnion gasket, spring washer, 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 securing the cover of the final drive housing, remove the cover assembly with the shaft, remove the cover gasket and press out the shaft from the cover. In contrast to the left-hand final drive, the shaft 39 and nut 45 of the right gear have a left-hand thread. A nut with a left-hand thread is marked with an annular groove, and the shaft is marked with a blind hole with a diameter of 3 mm at the end face of the spline end.
3. Remove the bolts securing the driven gear and remove the gear from shaft 39.
4. Mark the position of the roller bearing housing 25 on the lug of the final drive housing of the rear axle, unscrew the housing fastening bolts, remove the bearing housing. Do not remove the front axle final drive roller bearing housing without special need. (For the further procedure for disassembling the final drive of the front axle, see above in the description of changing the lubricant in the joints of the steering knuckles.) Remove the circlip 22 of the ball bearing 21, the axle shaft 18 and the oil deflector 20 from the final drive housing.
5. Remove the roller bearing retaining ring 26, roller bearing 25, drive gear 47 and ball bearing from the axle shaft.
Collect airborne transmission in the reverse order to disassembly, taking into account the following: bearing nut 45 (Fig. 3.106) on the driven shaft of the front and rear final drives, as well as nut 19 (see Fig. 3.107) fastening the bearing and gear on the drive shaft of the front final drive after unscrew the tightening into the groove of the shaft, and squeeze the rings 26 for locking the bearings on the axle shafts of the rear final drives after installation in the groove; tighten the bolts of the wheel (driven gear) and the removable bearing housing to 64–78 N · m (6.5–8.0 kgf · m), the bolts of 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
On UAZ cars of the old model range, two types of driving axles were installed. Front and rear axles with main gear were installed on bonnet-type cars of the UAZ-459B and UAZ-31512 families, and cars of the carriage layout of the UAZ-3741, UAZ-3303, UAZ-3962 and UA3-2206 families. U-shaped front and rear axles with wheel reducers were installed only on cars of the UAZ-469 and UAZ-3151 families.
Installation of U-shaped driving axles with wheel gears, complete front and rear axles, on vehicles of the UAZ-469B and UA3-31512 families is possible with the simultaneous installation of the shafts of UAZ-469 and UAZ-3151 vehicles. Installation of U-shaped axles with wheel reducers on a family of cars of a carriage layout is very difficult, since it will require significant improvements in the design of bridges, bipod, bipod thrust, car suspension, and the manufacture of cardan shafts shortened by 10 mm for these cars.
Rear axle with wheel reducers for UAZ-469, UAZ-3151 vehicles, general arrangement.
The rear axle casing is split in the vertical plane, consists of two parts: a crankcase and a cover, 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 main drive pinion is mounted on two tapered roller bearings. A spacer sleeve, an adjusting ring and shims are located between the inner bearing rings.
An adjusting ring is installed between the inner ring of the bearing and the end of the pinion gear. The flange is connected to the pinion with splines. The pinion bearings are tightened with a nut, which is then cottered. To prevent oil leaking from the crankcase, an oil seal is provided in the design.
The driven gear of the final drive is mounted on the satellite box and is bolted to its flange. The differential is conical, with four satellites, has a split box, consisting of two halves connected by bolts. The differential is mounted on two tapered roller bearings. Washers are installed between the gears of the axle shafts and the ends of the satellite box
Shims 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 of the rear axle UAZ-469 and UAZ-3151.
Designed to increase ground clearance, which accordingly 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 and consists of two parts: a crankcase and a cover, bolted together.
The pinion gear is mounted on the spline end of the half-shaft between the ball (inner) bearing and the roller (outer) bearing. The inner ring of this bearing is locked with a ring, and the outer ring is installed in a removable housing, which is attached to the support of the wheel reduction housing with two bolts. The ball bearing is locked in the crankcase with a ring. An oil deflector is located between the bearing and the crankcase.
The driven gear of the wheel reduction gear is centered on the shaft shoulder and is bolted to its flange. The driven shaft is supported by a bushing and a roller bearing, which is locked with a nut. Unlike the left wheel gear, the driven gear shaft and the right gear nut have a left-hand thread. On the nut, the left-hand thread is marked with an annular groove, and on the shaft by blind drilling with a diameter of 3 mm at the end face of the spline end.
Maintenance of the rear axle with wheel reducers of UAZ-469 and UAZ-3151 vehicles.
It 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 gears of the main drive, periodically cleaning the safety valve and tightening all fasteners. The oil level in the crankcases should be at the lower edges of the filler holes. The oil is drained through the drain holes located in the lower part of the crankcases, while the filler plugs are also turned out.
The 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 the rear axle may jam. If it appears, it is necessary to adjust the bearings. The axial play is checked by swinging the drive gear by the shaft mounting flange.
Axial play of the driven pinion of the final drive is also not allowed. Checking is done through the oil filler hole. To eliminate the axial play of the driven gear of the main drive, which appeared during operation, it is necessary to add a package of gaskets of the necessary, 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 you add spacers of different thicknesses on the left and right sides of the satellite box, the engagement of the running-in gears will be disrupted, which will lead to a quick breakdown of their teeth.
After a run of 50,000 kilometers, during the next maintenance, the bolts of the driven gear of the wheel reducer and the driven gear of the main transmission are tightened with a torque of 6.5-8 kgcm, as well as the bolts of the removable bearing housing are tightened with a torque of 6.5-8.0 kgcm.
The adjustment of the clearances in the meshing of the gears and in the bearings of the rear axle is carried out only when replacing the gears or bearings, or when an axial play of the driving or driven gears of the main drive appears. Replacement of the final drive gears is made only as a set.
The topic of which bridges are better on the UAZ has probably been frayed more than once. Someone for civilians, some for military bridges on the UAZ. Let's try to figure out a little what's what. Of course, UAZbuka will help us. There is enough information there. You can put together a small collage 🙂
UAZ civil bridges
Construction of UAZ bridges.
On UAZ vehicles, two types of drive axles are used: drive axles with a single-stage main gear are installed on UAZ-31512 utility vehicles and UAZ-3741, UAZ-3303, UAZ-3962 n UAZ-2206 wagon cars; U-shaped drive axles with final drive - are installed on UAZ-3151 utility vehicles.
Installation of U-shaped driving axles (complete front and rear) on UAZ-31512 vehicles is possible with simultaneous installation of the drive shafts of the UAZ-3151 vehicle. The installation of U-shaped axles with final drive on a family of cars of a carriage layout requires significant refinement of the design of bridges, bipod, bipod thrust, car suspension, production of cardan shafts shortened by 10 mm, and cannot be performed outside the factory (without his recommendations).
Driving axles with single-stage main transmission. The middle part of the front and rear axles has the same structure (Fig. 1). 
Rice. 1 Rear axle UAZ scheme
1 - safety valve; 2 - differential bearing; 3 - shims; 4 - rear bearing of the driving gear (single row roller); 5 - an adjusting ring; 6 - oil distilling ring; 7 - nut; 8 - a package of shims; 9 - driving gear; 10 - front bearing of the drive gear (double-row tapered roller); 11 - thrust washer; 12 - driven gear;
The crankcase is cast in the vertical plane. The axle shafts 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 throat of the crankcase, and a cylindrical roller 4, located in the crankcase tide. An adjusting ring 5 of the drive gear position is installed between the end face of the outer ring of the double tapered bearing and the crankcase. The double tapered bearing is adjusted by a pack of 8 shims. The driven gear is attached to the satellite box flange with special bolts. Conical differential with four satellites. The satellite box is split, consists of two halves, bolted together. 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 planetary gear box and the inner rings of the differential bearings. An oil separating ring 6 is installed between the drive gear flange and the double tapered bearing.
Safety valves 1 are located on the left half-axle housings to prevent pressure build-up in the axle crankcases.
Trunnions with flanges for fastening brake shields are butt-welded to the outer ends of the rear axle half-axle casings (Fig. 2).
Rice. 2 Rear wheel hub.
1 - brake drum;
2 - wheel disk;
3 - cuff;
4 - lock washer;
5 - counter nut;
6 - semi-axis
7 - pin;
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, wheel hubs are not interchangeable. Bearings and their fastening parts are interchangeable. On cars of a wagon layout, the hubs of the UAZ-31512 car are installed. Each hub is mounted on two identical tapered bearings 9. The outer rings of the bearings are pressed into the hubs and are held against axial movements by thrust washers. The inner rings of the bearings are loosely 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, a thrust washer is installed with a protrusion that fits into the groove on the trunnion.
To prevent grease from flowing out of the hub and the ingress of dust, dirt and water into it, reinforced rubber cuffs 3 with assembled springs are installed on 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 removing the hub.
The outer ends of the front axle half-axle covers end with flanges to which the ball joints 3 are bolted (Fig. 3). 
Rice. 3 Swivel pin of the front axle of the UAZ 31512 vehicle
1 - pivot pivot lever; 2 - axle shaft casing; 3 - rubber cuff in a metal casing; 4 - gaskets; 5 - ball bearing; 6 - body of the pivot pin; 7 - & nbsp; support washer; 8 - king pin pad; 9 - king pin; 10 - press oiler; 11 - locking pin; 12 - pin; 13 - wheel hub; 14 - leading flange; 15 - wheel shut-off clutch; 16 - coupling bolt; 17 - retainer ball; 18 - protective cap; 19 - king pin bushing; 20 - gaskets; 21 - the inner ring of the stuffing box; 22 - partition ring; 23 - outer ring; 24 - rubber cuff; 25 - outer sealing felt ring; 26 - thrust washers; 27 - adjusting bolt for limiting the rotation of the wheel; 28 - stop-limiter for turning the wheel; I - right steering knuckle; II - left steering knuckle; III - the hubs of the front cotes are disabled; a - signal groove;
On ball bearings on pivots 9, bodies 6 of pivot pins are installed, 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 allow you to connect or disconnect, if necessary, the shafts with the hubs of the front wheels.
"Military" bridges UAZ
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 the cantilever installation of the driving gear of the main drive on two tapered roller bearings 5 and 7 (Fig. 4). 
Rice. 4 Rear axle of the car UAZ-3151
1 - crankcase cover 2 - differential bearing 3, 13 and 49 - adjusting shims 4 and 23 - 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 - driven final drive gear, 45 - driven shaft bearing mounting 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
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 adjusting shims 13 are installed between the inner rings of the bearings. The bearings of the drive gear are tightened with a flange mounting nut 10.
Final drives of the rear driving axle They are located in crankcases, which are pressed with necks onto the outer ends of the axle shaft casings and secured with electric rivets. The pinion gear 47 is installed at the spline end of the half-shaft 48 between the ball bearings 21 and 25 roller 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 secured to 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 side gears of the front drive axle of the UAZ are located in the pivots (Fig. 5 bridge diagram) 
Rice. 5 Swivel pin of the front axle of the UAZ-3151 vehicle
1 - rubber cuff in a metal casing, 2 - ball bearing, 3 - constant velocity hinge, 4 - gaskets, 5 - grease nipple, 6 - king pin, 7 - king pin pad, 8 - pivot pin housing, 9 - 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, 20 - support washer, 21 - drive gear, 22 - locking pin, 23 - thrust washer, 24 - collar, 25 - support washer, 26 - axle shaft casing, 27 - rotation limit bolt, 28 - wheel rotation limit stop, 29 - the lever of the pivot pin, I ... III, and - the same as in fig. 112
The final drive housings are cast in one piece with the trunnion housings. The drive gear is installed on the splines of the driven knuckle of the hinge between the ball and roller bearings and is secured together with the roller bearing with a nut 19, which, after tightening, is expanded 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.
What bridges are installed on different models of UAZ vehicles?
On all cars of the wagon layout ("", "and", "farmers"), on "long goats" (3153 *), as well as on most "classic goats", the so-called "civil" (they are also "ordinary", " collective farm ") bridges. On a part of the "goats" (models with indexes -03x) "military" (they are also "gear", "two-stage", "U-shaped") bridges are installed. The "new goats" (316 *) are fitted with spicer bridges with a one-piece crankcase. On machines "" (3159 *) and 316 * with increased gauge, "long military" bridges are installed, that is, gear bridges with elongated stockings.
Differences between military and civilian bridges.
The military bridge differs from the usual one in the presence of final drives. Due to the presence of gearboxes, the axle is raised relative to the axle of the wheels by 4 cm, which increases the machine's clearance (the distance from the ground to the lowest point of the axle). The main pair is smaller in size (the crankcase of the military bridge "hangs" 4 cm less than the civil 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 - the gear ratios of the main and final drives, respectively) - more "high-torque", but less "high-speed" than that of conventional bridges.
The rear propeller shaft for military axles is 1 cm shorter than for civil ones!
The advantages of military bridges over civilian ones:
- clearance of 30 cm (against 22 cm for civilian bridges); according to the latest measurements, a difference of 8 cm is observed only when the I-192 rubber is used on military bridges. With the same wheels, the difference is only 6 cm. (The gain on gearboxes is 40 mm. The gain on the dimensions of the diff crankcase is 20 mm. Total: 60 mm.)
- more "high-torque" (torque) - for the transportation of heavy loads, towing, driving at low speeds in mud;
- more reliable due to the larger size of the teeth of the main pair;
- more reliable due to the even distribution of the load between the main and final drives;
- were developed, including for "escorting a tank column" and approved by the USSR Ministry of Defense.
In the military, there is a limited slip differential. Those. if you are stuck in the mud with one wheel of the bridge or on the ice you are standing with one half and one half is slipping and the other is not (this is how a normal 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 I-192 215/90 R15 (31 x 8.5 R15)
Track: 1453 mm
Left on Photo UAZ for 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 repair;
- installation of commercially available self-locking differentials is possible;
- installation of a spring suspension is possible (see also remark);
- at the same speed, the engine is less "spun" due to the lower gear ratio;
- less noisy (since the onboard transmissions of military bridges are spur-toothed, and they are more noisy);
- more affordable and cheaper spare parts. parts;
- petrol consumption, other things being equal, is less;
- fewer lubrication points - easier maintenance and less oil.
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 spacers installed at the top - between the steering knuckle arm (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 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 pivot pad (left) to lubricate the upper pins 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 the constancy of the angular velocities of the driving and driven shafts, regardless of the angle between them. The joint 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 ball 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 driving axle UAZ, hubs.
At the end of the shaft there is a device for disconnecting 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 hard-surface 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 in a position where the signal annular groove on its surface is located in the same plane with the flange end. 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 installed on the involute splines of the driven hinge fork and is fixed 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 drive 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.
