Open large image in new tab »
Pic. 26. Steering: 1. Tie rod end; 2. Ball joint tip; 3. Rotary arm telescopic rack; 4. Nut; 5. Adjusting rod; 6. Left tie rod; 7. Insert ball joint; 8. Ball pin; 9. Protective cap; 10. Steering rod bolts to the rack; 11. Right steering rod; 12. Bracket of fastening of the steering mechanism; 13. Pillow of a support of the steering mechanism; 14. Protective cover; 15. Connecting plate; 16. Locking plate; 17. Steering gear housing; 18. Coupler pinch bolt; 19. Elastic coupling; 20. Steering column mounting bracket; 21. Rake; 22. Rack support sleeve; 23. Damping rings; 24. Rubber-metal joint; 25. Upper part of the facing casing; 26. Steering wheel damper; 27. Steering wheel; 28. Ball bearing; 29. Steering shaft; 30. Lower part of the facing casing; 31. Arm of fastening of a shaft of a steering; 32. Protective cap; 33. Roller bearing; 34. Drive gear; 35. Gear ball bearing; 36. Retaining ring; 37. Protective washer; 38. O-ring; 39. Bearing nut; 40. Anther; 41. O-ring stop rail; 42. Stop ring nut; 43. Stop nut; 44. Reiki stop; A. Mark on the boot. B. Mark on the steering box.
The steering consists of a steering mechanism and a steering gear. Steering gear 17 rack type. It is mounted in the engine compartment, complete with steering gear rods, to the body front panel with two brackets 12. To dampen vibrations between the steering gear housing and the panel, as well as on both crankcase supports, rubber pads 13 are installed. The steering gear housing is cast from an aluminum alloy together with left support. A drive gear 34 is installed in the crankcase cavity on two bearings. The ball bearing 35 on the gear shaft is fixed with a retaining ring 36. The outer ring of the bearing is pressed against the end of the crankcase socket with a nut 39 with a protective washer 37. The nut is locked in the crankcase with a washer and closed with anther 40, which is mounted on drive gear shaft and is fixed on it with a wire ring. To seal the gap between the gear shaft and the nut, a sealing rubber ring 38 is installed in its groove. Marks A and B are made on the crankcase and on the anther for proper assembly of the steering mechanism. On the drive gear shaft, splines are cut for attaching an elastic coupling 19, through which the gear is connected to the steering shaft. The elastic coupling dampens shocks, vibrations, dampens noise, allows relative movement between the steering mechanism 17 and the steering shaft 29. The coupling is fixed on the gear shaft with a coupling bolt 18. The cylindrical roller bearing 33 is pressed into the seat of the steering gear housing. The lower end of the drive gear rests on it, which is engaged with the rack 21. The rack is pressed against the gear by the ceramic-metal stop 44 by the force of the spring. The rail stop is sealed in the crankcase with a rubber ring 41. The spring is pressed against the stop by a nut 43 with a retaining ring 42. This ring creates resistance to loosening the nut. When assembling the steering mechanism, the nut is installed so that a gap of up to 0.12 mm is provided between it and the stop. This gap is necessary to compensate for the thermal expansion of parts so that the steering mechanism does not jam. Additionally, the nut is fixed by punching it in two opposite places. Due to the spring-loaded stop 44, backlash-free engagement of the gear along the entire length of the latter is ensured. The rail rests at one end on stop 44, and at the other end on a split plastic sleeve 22, sealed in the crankcase with rubber rings 23. A protective cap 32 is put on the steering gear housing on the left side, and a pipe with a longitudinal groove is pressed on the right side. Bolts 10 pass through the groove of the pipe and the holes of the protective cover 14, fastening the rods 6 and 11 of the steering gear to the rack. Between themselves, the bolts are connected by a plate 15. Both bolts pass through rubber-metal hinges 24, pressed into the heads of the rod ends. The bolts are fixed with a locking plate 16, the edges of which are bent to the edge of the bolt heads. The crankcase cavity is protected from contamination by a corrugated cover 14, which is fastened with two plastic clamps, and a rubber cap 32.
The steering shaft 29 is connected to the drive gear 34 by an elastic coupling 19, which consists of two flanges and a rubber coupling, interconnected by rivets. The holes in the coupling for rivets are reinforced with cord bundles and metal bushings. The upper part of the shaft 29 rests on a ball bearing with a plastic sleeve. The bearing is pressed into the tube of bracket 31, which is attached at four points to the body bracket. Slots are cut at the upper end of the shaft, on which the steering wheel 27 is attached through the damping element 26. It is made of plastic reinforced with a steel frame. The steering column switch connector is attached to the bracket tube 31, and the contact part of the sound signal is attached to the lower end of the damping element. The steering column switch and the sound signal are closed by a protective casing, consisting of the upper 25 and lower 30 parts, interconnected by screws.
The steering drive consists of two transverse rods 6 and 11 and swing arms 3 of the telescopic struts of the front suspension. Each rod is composite, consists of two lugs interconnected by a tubular rod 5. It is screwed onto the lugs and locked with nuts 4. On the left rod, these nuts have a left-hand thread and, for distinction, slots on the faces of the nuts. This connection allows you to change the length of the steering rods, which is necessary when adjusting the toe of the front wheels. A rubber-metal hinge 24 is pressed into the head of the inner tip, consisting of rubber and metal bushings. Through the latter passes the bolt of fastening the thrust to the rack 21 of the steering mechanism. In the head of the outer hinge there are parts of the ball joint, consisting of an insert 7, a ball pin 8, a spring and a protective cap 9. The plastic insert, together with the pin, is constantly pressed by a spiral spring to the conical surface of the tip bore. Thanks to the longitudinal cut in the liner, the gap between the liner and the finger is automatically selected. The other end of the spring rests against a washer rolled into the tip. The hinge cavity is sealed with a protective cap 9, which at one end enters the bore of the tip, and the other is tightly fitted onto the pin 8. The pivot arm 3 is welded to the body of the front suspension strut. It has a bushing with a conical hole for pin 8 of the ball joint. The hinge pin fastening nut is splinted.