SAURER Schwingachs differenziale

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The picture shows the central tube frame, Cardan shafts, differential and distributor Gears of an acid 6M
Arrangement of the rear differential of the prototype acid 6ML.
Structure of the differentials:
The differential gears, which are firmly screwed into the opening of the central tube frame, are Cardan shaft connected. In the casings, which are made of cast steel, there are two bevel gears each with a gear ratio of 1: 2.22 and an axle carrier, both of which can swing around the longitudinal drive axle.
By shifting the oscillating axes of 10mm forward and rear, the use of the same pair of bevel gears on both sides is possible. The axle beams have Seals made of oil-resistant rubber that slide in the ground longitudinal bore of the differential housing and retain the oil. These sliding surfaces are protected against dirt by leather bellows.
Different Versions:
The differential gears are installed in different versions. They are available with through-drive for type 6M and 8M. For the front axles they are equipped with a freewheel. The rearmost axle is equipped with a normal self-locking differential. On the one hand, a self-locking differential between the two bevel gear drives prevents a pair of axles from being driven when one of the wheels hangs in the air or wants to spin empty due to insufficient adhesion.
This self-locking differential is designed as a double-acting freewheel, whereby never one wheel of an axle can remain behind compared to the drive. On the other hand, it is possible that one or the other of the two wheels precedes. During a cornering trip, only the Inner Wheel is driven, while the outer wheel precedes the longer path. On the 8M, a bevel gear differential is installed in the 2nd axle instead of a self-locking differential
When cornering, the inner front wheels turning faster than the inner rear wheels. So that the four-wheel drive does not erase them and thus slow down the vehicle, a freewheel is installed in the longitudinal drive of the front differential housing. In order for this freewheel to work both forward and reverse, the roller Cage must.
1 are held back in the direction of rotation so that the rollers 2 are wedged in according to the direction of rotation. This is achieved by the fact that the cage is driven slightly slower from the drive shaft via a feedstock 3. The two Gears of the provided gear differ by one tooth each and are connected to each other by a slip clutch.
Wartungsarbeiten:
The oil level must be checked annually. A level screw (1, lower picture on the left) is attached to each half-axis. If the level at the front axle is not correct, the axle oil exits at one or both leather cuffs, or at one or both Simmerrings in the axle fork. During wintering or decommissioning of the vehicle, it can happen that axle oil flows from the rear half-axles through the wedge grooves of the small pinion wheel into the pinion housing. Thus, a too high pressure in the pinion housing when Driving.
This pressure is reduced by the two large Simmerrings in the wheel hub. Axle oil enters the brake and damages the brake pads. The Disassembly of the pinion and Replacing the seals requires special tools and a good workshop setup. It must also be taken into account that many of the Simmerrings are not commercially available.
To prevent such damage, the level of both rear sprockets must be checked after prolonged decommissioning. The excess oil can be filled back into the rear axle.
Reparatur und Einstellwerte:
Before a differential is disassembled, the two half shells must be drawn. After dismantling the upper half shell, the mounting position of the differential must also be drawn. So that the two halves of the housing can be reused, they must not contain any scratch marks.
This especially with the lower half shell. The rubber O-Ring cannot compensate for deep scratches. During assembly, the pressure width of the O-ring must be checked. This may be max. 8mm wide. If the print width is not reached, oil-proof paper strips must be underlayed. When assembling, make sure that the O-Ring does not slip out of the groove. The bearing surfaces are coated with sealant and the half-shells carefully assembled. The nut of the actuator piston is to be tightened with 120 Nm.
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