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Pic. 25: 1. Lateral thrust of the steering gear. 2. Bipod. 3. Support washer of the ball stud bushing spring. 4. Ball pin bushing spring. 5. Ball pin. 6. Ball pin insert. 7. protective cover of the ball pin. 8. The average thrust of the steering gear. 9. Pendulum lever. 10. Side link adjusting clutch. 11. Lower ball joint of the front suspension. 12. Lower arm front suspension. 13. Right knuckle. 14. The upper arm of the front suspension. 15. The lever of the right rotary fist. 16. Coupling collars of the adjusting coupling. 17. pendulum arm bracket. 18. Right side member of the body floor. 19. Bushing of the axis of the pendulum lever. 20. O-ring bushing. 21. The axis of the pendulum lever. 22. Needle bearing of the upper shaft. 23. Pipe of an arm of fastening of a shaft of a steering. 24. Upper steering shaft. 25. Wire tip. 26. Signal switch holder. 27. Lower contact ring. 28. wheel hub. 29. Lower slip ring holder. 30. Wire from the lower contact ring.31. Signal switch spring. 32. Sound signal switch. 33. Oil filler plug. 34. Steering gear housing. 35. Marks for installing the roller (bipod) to the middle position. 36. Intermediate steering shaft. 37. Fixing plate front bracket. 38. Facing casing of the steering shaft. 39. Lever switch wiper and washer. 40. Steering wheel. 41. The lever of the switch of indexes of turn. 42. Headlight switch lever. 43. An arm of fastening of a shaft of a steering. 44. Steering shaft seal. 45. Left side member of the body floor. 46. The lower cover of the crankcase of the steering mechanism. 47. Shims. 48. The axis of the roller shaft bipod. 49. Roller ball bearing. 50. Roller. 51. Top cover of the crankcase of the steering mechanism. 52. Adjustment screw plate. 53. Lock washer. 54. Locknut. 55. Adjusting screw. 56. Worm. 57. Worm bearings. 58. Worm shaft. 59. Worm shaft seal. 60. Worm shaft bushing. 61. Bipod shaft seal. 62. Bipod shaft.
The car uses safety steering with an intermediate cardan shaft.
In steering, a distinction is made between a steering mechanism and a steering gear. Through the steering mechanism, the force is transferred from the driver to the steering gear, and the steering gear transmits the force to the steered wheels.
The steering mechanism consists of a worm gear, a steering wheel 40, a composite steering shaft and parts for its fastening. Worm gear (gear ratio 16.4) located in an aluminum crankcase 34, which is attached to the left side member of the body with three bolts with self-locking nuts. The two crankcase bolt holes are oval shaped to ensure proper steering gear installation. With this installation, the angle between the worm shaft 58 and the horizontal must not exceed 32°, and the gap between the shaft 58 and the brake pedal must be at least 5 mm.
A worm 56 is installed in the crankcase 34 on two angular contact bearings 57. The bearings do not have inner rings. Their role is played by treadmills made at the ends of the worm. The clearance in the worm bearings is regulated by gaskets 47 installed under the bottom cover. At the outlet of the crankcase, the worm shaft is sealed with an oil seal 59. On the splined part of the worm shaft, an annular groove is made for the coupling bolt of the universal joint yoke. In engagement with the worm is a double-ridged roller 50, which rotates on the axis 48 on a double-row ball bearing 49. The ends of the axis, after being pressed into the shaft hole 62, are riveted using electrical heating, i.e. this connection is one-piece.
The bipod shaft with its cylindrical polished part is installed in two bronze bushings 60 and sealed with an oil seal 61 at the outlet of the crankcase. Bipod 2 is mounted on the conical splines of the lower shaft of the bipod in one specific position, when the double spline on the shaft is aligned with the double cavity in the bipod hole.
The gearing of the worm pair is made with a shift of the axes of the roller and the worm by 5.5 mm, which allows you to adjust the backlash-free engagement of the roller with the worm as they wear out. This is ensured by axial displacement of the bipod shaft using the adjusting screw 55. The head of the screw enters the T-shaped cutout of the bipod shaft together with the plate 52, which ensures the desired fit of the screw head. The adjusting screw 55 is screwed into the top cover 51, secured against turning with a washer and tightened with a lock nut. When the adjusting screw is screwed into the cover, the bipod shaft is lowered, and the gap in the engagement of the roller with the worm is selected.
To determine the accuracy of adjusting the clearance in the bearings of the worm and in the engagement of the roller with the worm, a dynamometer is used that measures the moment of resistance (friction) turning. In this case, the moment of friction of the worm shaft is first measured without installing the bipod shaft. It should be within 20-50 N cm (2-5 kgf cm), By selecting the thickness of the shims 47, the desired clearance is set (moment of friction) in worm bearings. Then, after installing the bipod shaft and adjusting the gap in the engagement, the friction torque of the worm is checked, which should be equal to 90-120 N cm (9-12 kgf cm) when the worm shaft is rotated by 30°both to the left and to the right from the middle position and decreases smoothly to 70 N cm (7 kgf cm) when turning from an angle of 30°to the stop.
On the upper end of the crankcase 34 of the steering mechanism and on the shaft 58 of the worm, marks are made (risks) 35, when combined, the roller 50 is set to the middle position, and the steered wheels ensure the rectilinear movement of the vehicle. In this position, the steering wheel spoke must be horizontal. This indicates the correct connection of the worm shaft with the intermediate shaft.
The parts of the worm gear are lubricated with TAD-17i oil, which is poured through the hole closed with plug 33, filling capacity 0.215 l.
The steering wheel is made of plastic reinforced with a steel frame. In the hub 28 of the steering wheel splines with a double cavity are cut, and on the upper shaft 24 there are double splines, which ensures that the wheel is connected to the shaft in only one position. The steering wheel is mounted on the shaft 24 with a nut, which, after tightening, is pierced at one point. From below, a plastic holder 29 of the lower slip ring 27 is attached to the hub 28, along which the switch contact slides. This contact is connected by wires to the relay winding of the horn switch.
The holder 26 of the signal switch is attached to the steering wheel hub with screws. He is isolated from "masses". The lower contact ring 27 is connected to the wires 30, the tips 25 of which are mounted in the horn switch 32. Springs 31 are installed between the switch 32 and the spoke. When the switch 32 is pressed, the lugs 25 of the wires close to "mass" the lower contact ring, that is, the winding of the horn relay. When the switch is released under the action of springs 31, the contacts open.
For the safety of the driver, the steering shaft is made integral. It consists of upper 24 and intermediate 36 shafts with cardan joints. The upper shaft rotates on two needle bearings 22 with rubber bushings. The bearings are rolled in the pipe 23 of the bracket 43. Closer to the lower support on the shaft 24, a ring with a groove of the anti-theft device is welded.
The intermediate shaft at the ends has two non-separable cardan joints on needle bearings. The forks of the hinges are mounted on the shaft 58 of the worm and the upper shaft 24 and are fixed with tie bolts.
Bracket 43 is attached to the body panel bracket with four bolts, with the heads of the two lower bolts screwed into the welded nuts of the panel bracket and twisted at the moment of maximum tightening. Under the lower bolts, fixing plates 37 are installed, the rigidity of which is designed for a certain load. The upper bolts are welded and the bracket 43 is attached to them with nuts with curly and spring washers.
When the car collides with an obstacle, the load on the bolts of the bracket 43 increases and under its influence the ends of the plates 37 are deformed. In this case, the bracket 43 slips through the front mounting bolts, turning relative to the upper mounting bolts, as a result of which the steering wheel moves away from the driver's chest area, which reduces the likelihood of serious injury. The steering shaft is closed by a facing casing 38, consisting of the upper and lower parts, interconnected by screws.
The steering drive includes: bipod 2, middle 8 and side rods 1, pendulum lever 9, swivel levers 15. These parts are interconnected by ball joints. The bipod is connected to the middle and side rods. It has a stop that limits the angle of rotation of the front wheels.
The middle rod 8 is one-piece, at the ends it has sockets for accommodating parts of ball joints. Side rods 1 composite. Each of them consists of two tips connected to each other by a threaded adjusting sleeve 10. The sleeve is fixed on the ends of the rod with two clamps 16. With this design of the side rods, it is possible to change their length, which is necessary to control the toe of the steered wheels. The outer tips of the side rods are pivotally connected to the 15 pivot arms, which are bolted to the steering knuckles. The inner tip of the right side rod is pivotally connected to the pendulum lever, and the tip of the left side rod is connected to the bipod. All ball joints are the same.
The ball joint of the rod consists of a steel pin 5, the spherical head of which rests on a conical split insert 6 made of plastic with high anti-seize properties. The conical spring 4, pressing the insert against the spherical head of the pin 5, automatically maintains a backlash-free connection between them. Washer 3, which is a support for the spring, is rolled in the socket of the tip from below. The conical part of the pin goes into the conical hole of the swing arm (bipod or pendulum arm) and fastened with a castellated nut, fixed with a cotter pin. During assembly, ball joints are filled with SRB-4 grease and sealed: from below with a support washer 3, from above with a reinforced protective cover 7. Replenishment or replacement of lubricant during vehicle operation is not required. If the protective covers are in good condition and keep the inside of the hinges clean, then the service life of the latter is not limited. With a working hinge, the rod end should have an axial movement relative to the pin by 1-1.5 mm and should not have a noticeable runout.
The pendulum arm bracket is attached to the inside of the right side member with two bolts with self-locking nuts. The bracket is cast from aluminum alloy. In its through groove there are two plastic bushings 19, on which the axis 21 of the pendulum lever rotates. Washers are pressed to the ends of the bushings. The upper washer is mounted on the flats of the axle and is tightened with a castellated nut with a moment that ensures the rotation of the lever with a force of 10-20 N (1-2 kgf), attached at its end. The lower washer is pressed against the sleeve by a self-locking nut with a torque of 106 Nm (10 kgf·m). The pendulum lever 9 is fixed on the axle with the same nut. Rubber sealing rings 20 are installed between the end surfaces of the washers and the body of the pendulum lever bracket. During assembly, the cavity between the bushings is filled with Litol-24 grease. The bushings themselves are lubricated with the same grease.
With proper steering, the free play of the steering wheel should not exceed 5° (18-20 mm on the wheel rim), and the force of turning the wheel when turning on a smooth plate is not more than 250 N (25 kgf).