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Pic. 16: 1. Bottom cover. 2. Filler and control hole plug. 3. The gear wheel of the second gear of the intermediate shaft. 4. Gear wheel of the third gear of the intermediate shaft. 5. Intermediate shaft. 6. Front intermediate shaft bearing. 7. Clamping washer bolt. 6. Clamping washer of the front bearing of the intermediate shaft. 9. Gear wheel of constant meshing of the intermediate shaft. 10. Gear wheel of constant engagement of the input shaft. 11. Spring washer. 12. Retaining ring. 13. Rear input shaft bearing. 14. Primary shaft seal. 15. Gearbox front cover. 16. Bearing adjusting ring. 17. Clutch housing. 18. Transmission input shaft. 19. Reversing light switch. 20. Countershaft reverse gear. 21. Intermediate reverse gear. 22. Reverse fork. 23. Retractable spring of the gear lever. 24. Back spring bolt. 25. Gear lever guide cup. 26. Ball bearing lever. 27. Spherical washer. 28. Spring. 29. Gear lever. 30. Fork of inclusion of the first and second transfers. 31. Fork of inclusion of the third and fourth transfers. 32. The rod of the fork of inclusions of the first and second gears. 33. The rod of the fork of inclusion of the third and fourth gears. 34. Block crackers. 35. Reverse fork rod. 36. Rod retainer ball. 37. Detent spring. 38. Cover of clamps. 39. Breather. 40. Needle bearing of the front end of the secondary shaft. 41. Thrust washer of the synchronizer spring. 42. Fourth gear synchronizer ring gear. 43. Sliding clutch of the synchronizer of the third and fourth gears. 44. The hub of the sliding clutch of the synchronizer of the third and fourth gears. 45. Synchronizer retaining ring. 46. Blocking ring of the synchronizer. 47. Synchronizer spring. 48. Gear wheel and ring gear of the synchronizer of the third gear. 49. Gear and ring gear of the second gear synchronizer. 50. Secondary shaft. 51. The gear wheel and the ring gear of the synchronizer of the first gear. 52. Bushing of the gear wheel of the first gear. 53. Intermediate bearing of the secondary shaft. 54. Intermediate bearing retainer plate. 55. Secondary shaft reverse gear. 5o. Elastic pillow of a damper of the lever of a gear change. 57. Rubber damper bushing. 58. Damper spacer. 59. Locking sleeve damper. 60. Internal cover of the gear lever. 61. Output shaft rear bearing seal. 62. Flange of the flexible coupling of the cardan shaft. 63. Nut. 64. Centering ring seal. 65. Retaining ring centering ring. 66. Centering ring. 67. Rear output shaft bearing. 68. Drain plug. 69. dirt deflector. 70. Speedometer drive gear. 71. Speedometer drive. 72. The rear cover of the gearbox. 73. Axis of an intermediate gear wheel of a backing. 74. Rear intermediate shaft bearing. 75. Gear wheel of the first transfer of an intermediate shaft. 76. Gearbox housing. 77. Sliding clutch of the synchronizer of the first and second gears.
The gearbox is used to change the amount of torque transmitted to the driving wheels of the car, to disconnect the running engine from the transmission while the car is parked or stopped and when it is coasting (by inertia), changing the direction of rotation of the wheels when reverse gear is engaged.
Most of the cars have a four-speed gearbox, and some cars have a five-speed gearbox. A characteristic feature of the gearbox is that it is compact and simple in design, since it has a small number of gears. Gear wheels of the first, second and third gears have constant helical gearing, which ensures silent and durable operation of the gearbox. Selected gear ratios provide intensive acceleration, high average vehicle speed and economical engine operation.
Gear ratios of the gearbox: first gear - 3.67; the second - 2.10; third - 1.36; fourth - 1.00; reverse - 3.53.
The gearbox is attached to the clutch housing. The engine assembly with the clutch housing and gearbox form the power unit of the car.
All parts of the gearbox are located in two basic parts: in the crankcase 76 and the back cover 72. The gearbox crankcase is cast from an aluminum alloy. Ribs are made on the outer surface, which provide rigidity of the crankcase and good heat transfer. Three covers are attached to the crankcase: front 15, rear 72 and bottom 1. The front cover is pressed into the clutch housing 17 in one position and sealed in the crankcase bore with a rubber ring. The front cover closes the rear bearing 13 of the input shaft 16. A spring washer 11 is located between the cover flange and the bearing 13. An oil seal 14 is located in the front cover, and in the cover itself there is a hole for draining the oil that has seeped through the oil seal. This prevents the clutch discs from getting oily. The lid is installed upside down. A guide sleeve is soldered to the front cover, on which the clutch release bearing sleeve is located. A filler hole is made in the side wall of the crankcase, it is also a control hole with a plug 2. The oil level should reach the edge of the filler hole. The rear cover is cast from aluminum alloy and is attached to the gearbox housing with stud nuts and spring washers. The speedometer drive 71 is attached to the back cover. Gear lever parts are mounted in the top of the cover, and reverse gears are located inside the cover. The bottom cover is stamped from steel. It closes the lower opening of the crankcase, through which the gearbox is disassembled and assembled. The cover is fastened on studs with nuts and spring washers. The lid has a drain hole closed by a plug 68 with a permanent magnet.
The cavity of the gearbox housing communicates with the atmosphere through breather 39, which is installed in the clutch housing. A spring-loaded valve is installed in the breather housing, which prevents water, dirt, and dust from entering the crankcase.
Installed in the gearbox housing: input shaft 18, output shaft 50 complete with gears and synchronizers and intermediate shaft 5.
Primary (leading) The shaft rotates in two ball bearings. The front bearing is located at the end of the crankshaft. In this case, part of the length of the bearing goes into the end of the crankshaft, and part into the flywheel hole, centering it on the crankshaft. The rear bearing 13 is located in the seat of the front wall of the gearbox housing. Its setting ring 16 is sandwiched between the clutch and gearbox housings. On the shaft, the bearing is clamped between the shoulder of the shaft and the spring washer 11, which is locked on the shaft with a retaining ring 12. With this fixation of the bearing in the seat and on the shaft, axial displacement of the shaft is excluded.
The input shaft is made together with the helical gear rim 10, which is in constant engagement with the gear wheel 9 of the intermediate shaft. From the end of the shaft, a spur ring 42 of the fourth gear synchronizer is pressed onto the machined belt, and then soldered with copper. In the same end of the shaft, a socket is machined for the needle bearing 40 of the secondary shaft. At the front end of the shaft, splines are cut to accommodate the clutch disc.
Secondary (slave) the shaft is, as it were, a continuation of the primary shaft. It rests on three bearings. The needle bearing 40 is located at the end of the input shaft, the intermediate bearing 53 in the rear wall of the crankcase, and the rear double-row ball bearing 67 in the socket of the rear gearbox cover. The intermediate bearing is kept from moving in the socket by a set ring and a locking plate 54, which is attached to the crankcase wall with screws. On the shaft, the bearing is clamped between the bushing 52 and the reverse gear 55 under the force of the spring washer 11, which is held on the shaft by the retaining ring 12. The rear bearing 67 has a sliding fit in the back cover. On the shaft, the bearing is clamped by a nut 63 between the gear 70 of the speedometer drive and the flange 62 of the elastic coupling. The nut is locked by a washer that is bent onto the face of the nut. At the output of the cover, the secondary shaft is sealed with an oil seal, the working edge of which is adjacent to the polished surface of the flange 62. The oil seal is protected from mechanical damage, water and dirt by a dirt deflector 69. A rubber seal 64 is tightly fitted onto the cylindrical belt of the nut, then a centering ring 66 is pressed onto the end of the shaft and a retaining ring 65 is installed. When installing the flexible driveline coupling, the centering ring enters the centering sleeve of the flexible coupling flange, which ensures centering of the output shaft of the gearbox and the propeller shaft. In this case, the seal 64 is pressed against the end of the centering sleeve, which creates a tightness of this connection. Gears 48 and 49 of the third and second gears rotate on the heat-treated necks of the secondary shaft. The gear wheel 51 of the first gear rotates on a heat-treated steel sleeve 52, clamped on the shaft between the bearing 53 and the synchronizer hub. These gears have two crowns. The helical rims are in constant engagement with the gears of the same name of the intermediate shaft, and the 43 and 77 synchronizer couplings are connected to the spur rims when the first, second or third gears are engaged. To supply oil to the heat-treated journals of the secondary shaft, bushing 52 and to the needle bearing 40, radial holes are made in the gear wheels, and longitudinal grooves are cut on the shaft journals and bushing 52 to create a stable oil film. On the two belts of the secondary shaft, three deep grooves are made, into which the protrusions of the hubs of the synchronizer couplings enter. The hub 44 of the synchronizer of the third and fourth gears is pressed against the shoulder of the shaft by a spring washer and is locked on the shaft by a ring. The other hub is sandwiched between bushing 52 and the shoulder of the shaft. From axial displacement, it is held together with the intermediate bearing 53 and gear wheel 55 by a spring washer 11 and a retaining ring 12. The reverse gear wheel 55 is connected to the shaft with a key.
The synchronizer of inertial type, provides shockless inclusion of transfers. The design of both synchronizers is the same.
The synchronizer of the third and fourth gears consists of a hub 44, a sliding clutch 43, two blocking rings 46, springs 47, circlips 45 and synchronizer rims of the input shaft and gear wheel 48 of the third gear. The blocking ring 46 is connected with its internal teeth to the spur ring of the gear wheel 48. On the ring gear, the blocking ring is held by the retaining ring 45, against which it is pressed by the spring 47. The other blocking ring is connected in the same way to the ring 42 of the input shaft. The blocking ring is made of bronze. Fine threads and longitudinal grooves are cut on the conical surface of the ring, which contributes to the rapid rupture of the oil film at the moment of contact between the conical surfaces of the sliding sleeve and the blocking ring. And this, in turn, creates increased dry friction between the coupling and the ring. The sliding sleeve 43 is mounted on the splines of the hub and can move along them. For this purpose, the shift fork 31 enters the annular groove of the clutch.
The intermediate shaft 5 is made in the form of a block of four gears. The shaft rotates in a double-row ball bearing 6 and a cylindrical roller bearing 74. The ball bearing is mounted on the shaft with a bolt 7 through spring and flat washers. The roller bearing is clamped on the shaft between the shoulder of the shaft and the reverse gear 20. This wheel is mounted on the splines of the shaft and is held on them with a retaining ring. To create an axial tension between the bearing and the wheel, a spring washer is installed. From axial displacement, the intermediate shaft is held by the front bearing adjusting ring, which is sandwiched between the clutch and gearbox housings.
The intermediate gear wheel 21 reverse is located on the axis 73 on a ceramic-metal bushing. The axle is installed in the holes of the rear wall of the crankcase and the tide of the rear cover of the gearbox and is locked by plate 54, which enters the gear groove. The fork 22 of the reverse gear enters the annular groove of the wheel 21. The intermediate reverse gear changes the direction of rotation of the output shaft when the reverse gear is engaged. In this case, it connects the reverse gears 55 and 20 to each other.
Drive 71 speedometer consists of a housing and two pairs of gears. Gear 70 of the speedometer drive is mounted on the shaft with a fixing ball. The gear wheel of the speedometer drive is rigidly connected to the flexible shaft (rope). To connect with the cable, the toothed wheel has a socket into which the tip of the cable is inserted. The cable is attached to the speedometer drive housing with a union nut.
Engaging and shifting gears is carried out through a mechanical drive consisting of a gearshift lever 29, three rods with forks, latches and a locking device.
The shift lever is split to facilitate the removal and installation of the gearbox on the vehicle. The lever stem is connected to the lever itself via elastic damper bushings that absorb vibrations and provide smoother gear shifting.
The lever damper consists of an elastic cushion 56, two rubber bushings 57, a plastic spacer bushing 58 and a locking bushing 59. The latter goes into the groove of the rod and locks all parts of the damper.
The gear lever is mounted in the rear cover of the gearbox. On three studs with nuts with spring washers, the guide cup 25 of the lever, the ball bearing 26 and the seal flange are attached to the gearbox cover. Gaskets are installed between them. The gear lever has a support ball, which is pressed by a spring 28 to the surface of the ball bearing. The same spring presses the spherical washer 27 from above to the ball bearing. To prevent the lever from turning in the ball bearing, a pin is pressed into the bearing ball, the end of which enters the support hole. The lower part of the lever is pulled by spring 23 to the stop of the restrictive protrusion into the guide cup. In this position, the lower end of the lever is in the groove of the rod 33 of the inclusion of the third and fourth gears. This position will be neutral. The movement of the lower end of the lever when engaging the first and second gears is limited by a bolt screwed into the gearbox housing.
To turn on the reverse gear, it is necessary to press the lever down, compressing the spring 28. In this case, the limiting protrusion will fall below the guide cup 25, which will allow you to move the lever to the right. Its lower end will fit into the groove of the head of the rod 35 of the reverse fork. With further movement of the lever back, the rod will move away from the switch 19 of the reversing lamp, and when the reverse gear is engaged, the reversing lamp lamp will simultaneously light up.
The ball joint of the lever is protected from contamination by a rubber cover, and the place where the lever enters the passenger compartment is sealed from below by a cuff, which is installed on the seal flange and pressed against the bottom of the body.
The movement of the synchronizer couplings and the intermediate reverse gear is carried out by forks, which are bolted to the rods. The rod 33 of the fork of the third and fourth gears is installed in the holes of the front and rear walls of the crankcase, and the rods 32 and 35 are in the holes of the rear wall and the tide of the crankcase. Grooves are made in the heads of the rods for the passage of the lower end of the gear lever. The forward movement of rods 32 and 33 is limited by the stop of the rods against the crankcase wall, and of the reverse rod 35 by the stop of the spacer bushing put on the rod against the rear wall. The stroke of the rods back is limited by the stop of the rods in the bosses of the rear cover of the gearbox. In the on and neutral positions, the rods are held by clamps. To place them on the rods 32 and 33, three sockets are made, and on the rod 35 there are two sockets.
The latches are located in bushings that are pressed into the crankcase holes and closed with a common cover 38. The spring 37 presses the latch ball 36 to one of the stem sockets, holding it in a neutral or on position. When the gear is engaged, the ball is squeezed out of the stem socket, then enters another socket, fixing the stem in a new position. The reverse detent spring is stiffer and is cadmium-plated or painted green to distinguish it. To prevent the simultaneous inclusion of two gears, the drive has a locking device, consisting of three blocking crackers 34. Two extreme crackers of a larger diameter are installed in the hole in the rear wall, and the middle one in the hole of the rod 33. The rods have slots for crackers. When turning on, for example, the reverse stroke, the rod 35, moving, squeezes out the cracker from its socket, which enters the socket of the rod 33 and at the same time, through the middle cracker, presses the other extreme cracker to the socket of the rod 32. Thus, the rods 32 and 33 will be fixed in the neutral position. Similarly, any two other rods are locked when other gears are engaged.