Kamaz transmission output shaft
The secondary shaft 8 has two supports: a roller bearing installed in the input shaft seat, and a ball bearing located in the seat of the rear end of the crankcase and secured against axial movement by a retaining ring installed in the groove of its outer ring
The cylindrical roller bearing is pressed all the way into the end of the shaft, and its inner ring is fixed against axial movement on the shaft by a retaining ring.
The front splined part of the secondary shaft, consisting of three gear rims, is designed to install the synchronizer carriage 18 of the fourth and fifth gears and to engage these gears.
The outer gear rims are thinner than the average, which allows the formation of a so-called "lock" that prevents the fourth and fifth gears from turning off automatically while the car is moving.
The splined part of the shaft passes into a cylindrical neck, on which the bushing of the gear of the fourth gear of the secondary shaft is installed.
Gear 21 of the fourth gear of the secondary shaft is helical, constantly engaged with gear 6 of the fourth gear of the intermediate shaft.
Gear 21 rotates freely on a bushing mounted on a stacked roller bearing without a separator.
From axial movements, the gear is limited on one side by a shoulder of the sleeve, on the other, by a thrust washer 19, which is fixed from turning by a key 20 with a spring located in the body of the shaft.
The gears of third gear 22, second gear 4, reverse and first gear 1 are mounted on the output shaft on interchangeable roller bearings.
The third and second gear bearings are mounted directly on the large cylindrical shaft journals.
Gear 22 of the third gear is helical, is in constant engagement with gear 5 of the third gear of the intermediate shaft.
A cone is pressed onto the cylindrical belt of the gear, designed to work with the synchronizer.
The gear has an external ring gear designed to turn on the synchronizer carriage 23. The axial movements of the gear are limited on one side by the shoulder of the gear hub 21, on the other side by the end of the shaft.
Gear 4 of the second gear is helical, constantly meshing with the ring gear of the intermediate shaft.
To ensure the operation of the synchronizer, the gear is equipped with a cone, and to enable the synchronizer carriage, there is a cylindrical ring gear on the hub of the gear.
Axial movement of the gear is limited by the end of the shaft and the shoulder of the sleeve 24 of the reverse gear.
The middle part of the secondary shaft, between the bearing journals of the gears of the third and second gears, has splines; consists of three gear rims and is designed to install the synchronizer carriage of the second and third gears.
The reverse gear is spur gear, is in constant engagement with the small crown of the reverse gear block and has an external ring gear to ensure the engagement of the reverse clutch 26 and first gear.
The gear rotates freely on a bearing mounted on bushing 24, which is located on the cylindrical part of the shaft.
Axial movement of the gear is limited on the one hand by the shoulder of the bushing, on the other hand, by the butt of the bushing of the first gear.
The bushing of the first gear has an internal splined hole for installation on the splined part of the shaft until it stops against the end of the bushing of the reverse gear.
The outer cylindrical part of the sleeve has necks of two diameters.
On the neck of a larger diameter there are slots for installing and moving the clutch 26 for reverse gear and first gear.
Cylindrical neck of smaller diameter is designed for mounting a bearing.
The gear of the first gear is spur, is in constant engagement with the ring gear of the intermediate shaft.
The gear has an external cylindrical ring for the possibility of switching on clutch 26.
Axial movement of the gear is limited by the end of the sleeve and the thrust washer installed between the end of the sleeve and the inner ring of the bearing.
The cover 31 of the rear bearing of the secondary shaft is attached to the rear end of the gearbox housing and is centered on the outer race of the rear bearing of the secondary shaft.
In the back of the cover there is a cuff 29 with an anther, on the working edge of which there is a left notch.
In the lower part of the cover, in a special bore, there is a roller made together with the gear of the worm pair of the speedometer drive.
At the protruding end of the roller, which has a flat, there is a drive gear of a cylindrical pair of interchangeable speedometer drive gears.
Driven cylindrical the gear is mounted on the speedometer drive shaft, which rotates in the bore of the speedometer drive sensor flange.
The cavity of the change gears is isolated from the oil bath of the gearbox, they are lubricated during assembly with grease, which is kept from flowing out by the oil scraper thread made on the shaft and collar.
To ensure the correctness of the speedometer reading, the number of teeth of the replaceable spur gears are selected depending on the gear ratio of the main gear (table).
Number of teeth for speedometer drive spur gears
|
Replacement speedometer spur gears |
Number of gear teeth depending on final drive ratio |
|||
|---|---|---|---|---|
|
6.53 |
7.22 |
5.94 |
5.43 |
|
|
Master Slave |
24 24 |
23 26 |
25 23 |
26 23 |
Lubrication of gear bearings is forced.
Oil from the primary shaft is fed into the longitudinal channel of the secondary shaft and further through its radial holes to the bearings, and the radial channels of the shaft must coincide with the radial holes of the gear bushings (provided by the appropriate installation of the bushings during assembly).
To circulate lubricant through the bearings, the hubs of all gears have radial holes.
Axial forces arising from the operation of the gearbox are perceived by the rear ball bearing of the secondary shaft.