Foton Series Light Bus. Service Manual — part 13

OPERATION AND MAINTENANCE MANUAL FOR FOTON VIEW SERIES LIGHT BUS

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Figure 10-4-1 Rear Axle Assembly (1)

Figure 10-4-2 Rear Axle Assembly (2)

1-Rear axle assembly; 2-Final drive assembly; 3-Nut; 4-Flange of driving gear; 5-Dust boot; 6-Oil seal; 7-Front bearing; 8-1 type

hexagon nut; 9-Spring washer; 10-Stud, axle housing bolt; 11-Final drive housing; 12-Bearing cap; 13-Pack of hexagon bolt and spring

washer; 14-Bolt; 15-Adjusting locking plate of bearing nut; 16-Spacer; 17-Rear bearing; 18-Washer; 19-Driving gear; 20-Differential

bearing; 21-Adjusting nut; 22-Driven gear; 23-Bolt; 24-Differential housing; 25-Thrust washer; 26-Differential drive gear; 27-Planteary

gear shaft; 28-Planteary gear; 29-Thrust washer; 30-Differential pin shaft; 31-Rear axle housing welding assembly; 32-Rear axle housing

oil shield stand; 33-Normally close air plug; 34-Filler plug; 35-Filler plug washer; 36- filler plug sub assembly; 37- snap ring; 38-Fixing

sleeve of bearing; 39-S type oil seal; 40-Annular ball bearing; 41-Bearing carrier; 42-K type oil seal; 43-Oil baffle disk of brake drum;

44-Rear wheel hub bolt; 45-Washer of oil baffle disk of brake drum; 46-hafl shaft; 47-Washer; 48-Brake drum; 49-Left brake assembly;

50-Right brake assembly; 51-Nut; 52-halfshaft bolt.

Chapter 10 Chassis Structure and Service

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The function of final drive is to decelerate, increase torque and change direction of power transfer, and

finally transfer power to driving wheels to push the vehicle to run. BJ6536 series bus applies single stage hypoid

gear final drive. Its structure is shown in Figure 10-4-1. It consists of a pair of hypoid gears (driving and driven

gears) and supporting device. The driving bevel gear is integrated with its shaft, its front spline connected with

half shaft through the driving gear flange, and it is supported on the bearing carrier through two bevel roller

bearings. Driven bevel gear is connected to differential housing with bolts; and the differential is supported in the

mounting hole of axle housing through two bevel roller bearings. The projection of driving gear bearing can be

adjusted by inserting the adjusting washer between the internal bearing carrier. There are interconnected oil

passage between the bearing and the final drive housing.

Driving and driven bevel gears apply splash lubrication method. Rotation of driven gear makes the gear oil in

the axle housing splashing onto driving and driven bevel gears. Driving gear bearing is lubricated through the oil

passage cast in the axle housing.

2. Differential (see Figure 10-4-2)

Differential is of ordinary plantearyary gear type, composed by two halfshaft gear, four plantearyary gears,

one cross shaft and RH/LH differential housing.

RH and LH differentical cases are combined with bolts. Final drive driven bevel gears are fixed with bolts to

RH differential case flange, cross shaft journals are set onto the groove on RH/LH differential case’s fitting face.

Each journal has a plantearyary gear on it. Two halfshaft journals are mounted into the mounting holes in RH/LH

differential cases. Each plantearyary gear meshes with two halfshaft gears at the same time, and halfshaft gears

connect to halfshaft via spline.

3. Halfshaft

Rear axle halfshaft is a piece of solid shaft with flange. It transfers halfshaft gear output torque to driving

wheels. It spline-meshes with halfshaft via its inner end, and it outer end connects rear wheel hubs. This type of

supporting can only avoid bending torque to internal end of halfshaft, while the external end will bear all bending

torque.Therefore, it is called “semi-suspension” support.

4. Rear Axle Housing

Rear axle housing is made up of gear bracket, oil seal, left and right shaft tube etc., the interior of which is

used to install final drive, differential and propeller. Exterior of rear axle housing is connected with frame through

suspension and brake bottom plates will be installed on both ends of it. The driving axle housing bears various

acting forces and torques transferred from suspension and wheels. Rear axle housing of BJ6536 series bus is of

integral welding type. The collar fixing brake bottom plates is welded on the rear axle shell. There are air bleed

valve and oil drain plug on the rear axle housing, and there are oil filler plug on the bracket cap.

10.4.3 Technical Specifications for Check and Repair

1. Driving gear and driven gear of final drive

(1) Check final drive gears for damage, wear and meshing strength at clockwise and counter-clockwise

rotations. Repair minor injury and replace parts in the events of scratch, peeling, cavity, crack or excessive wear.

Replace drive/driven gear in pair.

(2) Check drive gear shaft journal that supports bearing and small end retraining ring groove for wear.

Repair or replace parts if wear exceeds limit

2. Check differential plantearyary gears, halfshaft gears, cross shaft and differential housing

Check contacting faces among differential plantearyary gears, halfshaft gears and differential case for wear,

and measure fitting clearances.

a)

Check fitting clearance between plantearyary gear inner hole and cross shaft journal. Replace parts if

clearance exceeds limit.

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b) Check fitting clearance between halfshaft gear spline groove and halfshaft spline groove. Replace the

part worn more or replace them both

c)

Check fitting clearance between halfshaft gear shaft journal and mounting hole in differential case.

Replace the part worn more or replace them all.

d) Check plantearyary gear and halfshaft gear thrust washer for thickness and wear. Replace parts if

thickness or wear exceed limit.

Table 10-4-1 Wear Limit of Final drive and Differential and

Meshing patch Standard (mm)

Description

Service limit

Fitting clearance - front bearing of driving bevel gear 35KC802

(JK) and housing

0.02

Fitting clearance - rear bearing of driving bevel gear HR30306C

(JK) and housing

0.02

Fitting clearance - front bearing of driving bevel gear 35KC802

(JK) and journal

0.02

Fitting clearance - rear bearing of driving bevel gear HR30306C

(JK) and journal

0.02

Inside diameter of planteary gear hole and outside diameter of

cross shaft

0.25

Groove width of reference circle of halfshaft spline groove and

tooth thickness of spline reference circle.

0.35

Journal of halfshaft and inner diameter of differential housing

hole

0.25

Fitting clearance - differential bearing (NSK17887/17831) and

housing

0．05

Fitting clearance - differential bearing (NSK17887/17831) and

journal

0．03

Radial clearance of rear propeller bearing (4G-180308)

0．15

End clearance of driving bevel gear shaft

0．05

Lateral clearance between driving bevel gear spline and flange

keyway

0．20

End clearance of planteary gear

0．50

Contact area

During assembly, the contact area should cover 2/3 tooth length and is 2~4mm away from

small end surface. After loading, the contact area should cover whole tooth length and is

generally 0.8~1.6mm away from the tooth top.

3. Adjustment of pretension of driving bevel gear bearing:

During adjustment, lubricate the bearings thoroughly before installation of oil seal. After tightening the

driving gear, rotate the driving gear to make the bearing rollers contact properly with inner and outer rings of

bearing. Before making measurement at flange bolt hole, rotate the driving gear for 5 turns in the same direction.

If the pretension is not in compliance with above requirements, increase or reduce the adjusting washers between

Chapter 10 Chassis Structure and Service

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the two bearings of driving gear until it is proper. The thicknesses of adjusting washers are 0.05mm, 0.15mm and

0.25mm.

After adjustment of pretension, draw a marked line at end of driving gear and on end surface of tightening

nut, so that the tightening nut still can be tightened along original marked line after bearing cap has disassembled,

or when to install oil seal and reassemble.

4. Assembly of driving and driven bevel gears, measurement of side clearance and adjustment of tooth

face contact area

Inspect and adjust the engagement of driving bevel gear of final drive and driven bevel gear. Check driving

and driven bevel gears for correct engagement tooth face contact area and side clearance. If it is not correct, move

the driven bevel gear left and right and the driving bevel gear back and forth to adjust. The thicknesses of

adjusting washers are 0.25mm and 0.1mm and total thickness is within 1.25~2mm.

See Figure 10-4-3 for check and adjustment methods for tooth face contact area of driving and driven bevel

gears and side clearance.

Figure 10-4-3 Adjust meshing area of drive/driven bevel gear

▲ Check and adjustment – gear meshing area

Divide driven gear circumference into 3 sections, coat a thin layer of red lead oil on gear face at each 2-3

teeth on each section. Turn driven gear while excerting some resistance from drive gear. Observe mesh patch

position on driven gear. As driven gear convex face is main working face, it needs higher requirement than

Contact position

Normal contact

Driven gear is too
close to driving
pinion

Driven gear is too
far from driving
pinion

Driving pinion is
too close to driven
gear

Drive pinion is too

far

from

driven

gear

1. select to use thinner pinion shim

2. move driven gear from drive pinion to

adjust gear clearance

Drive/driven gear meshing area adjustment

A

bno

rm

al

con

ta

ct

A

bno

rm

al

con

ta

ct

A

bno

rm

al

con

ta

ct

A

bno

rm

al

con

ta

ct

Cause

Steps of adjustment

1. select to use thicker pinion shim.

2. move driven gear closer to drive

pinion to adjust gear clearance

1. select to use thicker pinion shim.

2. move driven gear closer to drive

pinion to adjust gear clearance

1. select to use thinner pinion shim

2. move driven gear from drive pinion to

adjust gear clearance

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concave face does. Adjustment is made mainly based on convex mesh patch.

Meshing area adjustment is made by means of changing front/rear positions of drive/driven gears. There are

shims of different thickness. Add or reduce shim number to adjust correctly drive/driven gear meshing area.

▲ Check and adjustment – tooth side clearance

In normal meshing condition, correct tooth backlash ange is 0.13-0.18mm (measuring with magnetic seat dial

indicator). Adjustment on it should be made together with the adjustment on meshing area. Above mentioned

adjustment method is also applicable. In the event backlash of drive/driven gears exceed 0.06mm, gears should be

replaced. While meshing condition is ok, it is not allowed to change relating positions among gears to reduce

backlash. Change drive/driven gears in pair.

10.4.4 Road Test and Troubleshooting

In the event that professional test equipment is not available, repaired rear axle can be tested by mounting it

onto vehicle. Using vehicle check/test line can make test and regulation.

Check Description and requirements as follows:

(1) Final drive gear and differential gear should operate well. There should be no gear knock or abnormal

loudness-changing sound at acceleration, deceleration or turning.

(2) Tyres and brake drums should rotate smoothly. There should be no friction with brake pad and any axial

movement or obvious radial play. There should be no noise.

(3) Rear axle noise should not be more than 86dB (A).

(4) After having run for 15-20 minutes, bearing mounting locations and brake drums should not be scalding.

(5) There should be no leaks at oil seal and contacting faces.

After having found and removed faults during test, one should perform running test again.

10.4.5 Typical Faults and Troubleshooting

1. Abnormal sound from rear axle, see table 10-4-4.

While vehicle is driving at normal speed, acceleration, high-speed or turning, one can hear continuous or

intermittent knocking or metal noise from rear axle.

Symptom 1: Noise comes out at acceleration, and reduces or diminishes when gas pedal is released. The

symptom may due to final drive gear convex contacts poorly or is worn seriously.

Symptom 2: Noise comes out when gas pedal is released and diminishes at acceleration. This may due to

final drive gear concave contacts poorly or is worn seriously.

Symptom 3: Noise comes out when vehicle makes turning while diminishes at driving straightforward. This

may due to differential failure.

Table 10-4-4 Abnormal Sound from Rear Axle

Causes

Solutions

1

Incorrect gear contact patch -- higher or

lower

1

Adjust contact patch and tooth side

clearance

2

Insufficient gear fluid

2

Add fluid to standard

3

Excessive play or worn — drive gear bearing,

differential bearing and wheel hub bearing

3

Readjust bearing pre-tension or replace

bearing

4

Excessive play — driven gear bolt

4

Fastening

5

Excessive clearance — halfshaft spline

5

Replace halfshaft or halfshaft gear

Chapter 10 Chassis Structure and Service

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Causes

Solutions

6

Foreign matter in axle housing

6

Remove foreign matter

7

Foreign matter in brake drum

7

Check and remove foreign matter

8

Worn-out differential gear or gasket

8

Replace worn-out parts

9

Tooth peeled or damaged

9

Replace drive/driven gears

10

Gears mesh too tight or loose

10

Readjust mesh clearance

2. Oil leak, see table 10-4-5.

After vehicle has stopped, fluid trace or fluid weeping from connecting spots is found.

Table 10-4-5 Oil Leak

Causes

Troubleshooting

1

Excessive gear fluid

1

Reduce to standard level

2

Oil seal damaged — drive conical gear shaft

2

Replace

3

Vent hole clogged

3

Clean or replace

4

Bolts loosened or gasket damaged — axle case

to final drive case

4

Fasten bolt or replace parts

5

Crack or sand inclusion — rear axle case/ final

drive case

5

Repair sand inclusion or replace

6

Worn-out rear wheel hub oil seal, grease enters

brake drum

6

Replace oil seal, clean brake drum

3. Rear axle overheating, see table 10-4-6.

After a serviced or new vehicle has driven for a period of time during break-in period, its rear axle case,

differential case, wheel hubs and brake drums become scalding (drums normal operating temperature should not

be 70℃ more than ambient temperature, and operating temperature on rear axle, differential case and wheel hubs

should not exceed 65℃).

Table 10-4-6 Rear Axle Overheating

Causes

Solutions

1

Bearing is adjusted too tight

1

Re-adjust

2

Oil seal is too tight

2

Lubricate lip and let break in at low speed

3

Short gear fluid

3

Add fluid to standard

4

Smaller gear meshing clearance

4

Re-adjust gear meshing clearance

5

Brake shoe contacts drum

5

Adjust pad clearance

6

Rear axle case is bended or distorted

6

Adjust bended/distorted parts or replace

4. Early abnormal wear – Final drive gear

After driving a period of time or several thousand kilometers, new or overhauled vehicle may be subjected to

severe gear teeth wear at final drive’s drive/driven conical gears. Using wrong rear axle fluid may be the most

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possible cause, i.e. not the required hypoid gear fluid. To transmit turning torque, hypoid gear teeth rub to each

other heavily, thus lubricant film on them is prone to be removed. If general gear fluid is used on them, gear face

might be injured or worn quickly, this will greatly shorten their life. Therefore, one must use hypoid gear fluid

with scratchproof additive to reduce friction force and improve operating efficiency.

10.5 Front Axle

10.5.1 Main Technical Parameters of Front Axle

Main Technical Parameters of Front Axle (with BJ491EQ1 engine)

Sn

Item

Data

1

Type

Dual cross arm independent suspension

2

Wheel span (mm)

1450 or 1460

Camber

0º20′±30′

Kingpin inclination

10º50′±30′

Caster

1º15′±30′

3

Front wheel

alignment

Toe-in (mm)

3±1

Left wheel

37º±0.3º

4

Maximum steering

angle of front wheel

Right wheel

34º±0.3º

5

Connecting torque of torsion bar seat and cross

arm (N.m)

142±5

6

Upper cross arm of front suspension assembly

and frame (N.m)

147±5

7

Front suspension assembly brake and upper

cross arm (N.m)

142±5

8

Front suspension assembly brake and lower

cross arm (N.m)

142±5

9

Transverse stabilizer bar assembly

5~7mm thread is exposed on top end of ransverse

stabilizer bar connecting shaft (3~5 threads) and

the tightening toque is 11~13 (N.m)

T

Tightening torque of cam nut (N.m)

200±8

11

Distance between locknut of track bar and fixing

bolt (mm)

445±3

12

Torque of track bar front end locknut (N.m)

120±5

13

The exposed length of track bar screw head

(mm)

50±5

14

Front side height of body (mm)

277

10.5.2 Structure Overview

Vehicle axles includes steering axle, steering transaxle, transaxle and supporting axle. The one on which

steered wheels are mounted is called steering axle. Steering axle can be used with independent or dependent

suspensions. BJ6486, BJ6516 series vehicle steering axle adopts independent suspension.

Chapter 10 Chassis Structure and Service

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Figure 10-5-1 Decomposing View of Front Wheel Hub Assembly

Disc brake

Drum brake

Outer seat

Bearing

Cotter

pin

Gasket

Grease cap

Lock cap

Washer

Bearing

Wheel hub and disc-type rotor

Brake wheel cylinder

Washer

Front wheel hub

Outer seat

Wheel hub bolt

Front wheel hub

Disc-type rotor

Outer seat

Bearing

Seal ring

Bearing

Washer

Lock cap

Split pin

Grease cap

Brake drum

Outer seat

The parts that can not be reused

Specified torque :

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Figure 10-5-2 Decomposing View of Steering Knuckle Assembly

Disc brake

Drum brake

Steering knuckle

Steering knuckle arm

Lower ball and socket

Dust boot

Washer

Brake wheel cylinder

Wheel hub and
disc-type rotor

Bearing

Lock cap

Washer

Grease cap

The parts that can not be reused

Brake drum

Grease cap

Lock cap

Washer

Bearing

Front wheel hub

Steering
knuckle arm

Steering knuckle

Specified torque:

Chapter 10 Chassis Structure and Service

·193·

10.5.3 Check and Repair

1. Front wheel alignment
① Check tire for wear and pressure. For 185/195 tire, its front wheel pressure is 325±5kPa, and rear wheel

is 450±5kPa. Air pressure for all 205 tires is 250±5kPa. The air pressure difference between coaxial wheels should

not exceed 5kPa.

② Check for end surface run-out of wheel, the value should be below 1.2mm. (Figure 10-5-3)

Figure 10-5-3 Check for End Surface Run-out of Wheel

① Check front wheel bearing for looseness.
② Check front suspension for looseness.
③ Check steering drive rod for looseness.
④ Check ball and socket joint for excessive looseness.
⑤ Measure heights of front and rear sides of vehicle. The front side height should be 277mm while the rear

side height should be 292mm. Adjust it with torsion bar spring nut.

⑥ Check and adjustment of front wheel alignment

Figure 10-5-4 Measurement of Front Side Height of Vehicle

A. Install wheel aligner according to its manufactuer instruction manual.

B. Check camber, caster and kingpin inclination of wheel as indicated in figure 10-5-5.

Front

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Figure 10-5-5 Front Wheel Alignment

C. Adjust camber. If camber value angle is not within the specified range, turn the adjusting cam to adjust as

shown in Figure 10-5-6. Note: Each scale on the cam corrsponds 18′ camber change. When the cam is turned to a

position 4.5 scale beyond the median line, the adjusting cam can not be turned further.

Figure 10-5-6 Adjustment of Camber

D. Adjustment of caster. If caster value is not within the specified range, turn the nut on support bar to adjust

as shown in Figure 10-5-7. Note: Unscrew one of two nuts on the bearer of support bar, and then tighten the other

nut at the opposite side in the same extent, caster therefore gets adjusted. When to adjust with nut on support bar,

the nut should not be screwed up for more than 3 turns (original position as reference). Each turn of the nut

indicates 30′ caster change.

Kingpin
inclination

Camber

Caster

Front

Chapter 10 Chassis Structure and Service

·

195

·

Figure 10-5-7 Adjustment of Caster

E. Check the toe-in. Measure the toe-in with a toe-in gauge.

1. Disassemble the buckle clamp of protection cover.

2. Unscrew the locknut at end of steering tie-rod.

3. Turn ends of left and right steering tie-rods to adjust the toe-in as shown in Figure 10-5-8. The left and

right turning extent should be equal. Note: Measure lengths of left and right steering tie-rods ends. Make sure they

are equal. The length difference between ends of the two steering tie-rods should be 3.0mm or less.

4. Tighten the locknut of the steering tie-rod with tightening torque of 88N.m.

5. Install the protection cover to its seat and clamp it. Be careful not to make the protection cover distort.

Adjustment of toe-in:

Figure 10-5-8 Check Toe-in (1)

Figure 10-5-9 Check Toe-in (2)

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Figure 10-5-10 Adjustment of Toe-in

D. Check and adjust turning angle of wheel

Figure 10-5-11 Check Turning Angle of Wheel

Figure 10-5-12 Adjustment of Wheel Turning Angle

2. Adjust wheel turning angle:
① Disassemble the cover of steering knuckle limit bolt.
② Unscrew the locknut.
③ Screw up the steering limit bolt.
④ Turn the steerer wheel all the way down, unscrew the steering limit bolt until it contacts with the lower

Front

Inside
Outside

Chapter 10 Chassis Structure and Service

·

197

·

arm.

⑤ Fasten the locknut with the tightening torque as 44N.m.
⑥ Install the cover of steering knuckle limit bolt.

3. Check for side slip:

Check side slip of wheel on a sideslip tester as shown in Figure 10-5-13. The side slip of wheel should be

3.0mm or less.

Figure 10-5-13 Check Side Slip of Wheel

10.5.4 Typical Faults and Troubleshooting

1. Hard steering, see table 10-5-1.

There is large steering resistance during vehicle's driving. This is mainly due to part pairs in steering drive

mechanism are fitted too tightly.

Table 10-5-1 Hard steering

Causes

Solutions

1

Steering knuckle is fitted too tight

1

Readjust steering knuckle washer

2

Tie rod ball joint is adjust too tight

2

Readjust

3

Incorrect toe-in

3

Correct

4

Front wheel misalignment

4

Readjust

5

Low front wheel pressure

5

Inflate tire to specification

6

Poor lubrication on parts

6

Add lubricant

2. Front wheel swing or oscillating, see table 10-5-2.

Front wheels swing or oscillate when they are rolling over bumps, driving on rugged road, or vehicle is

driving at 25km/h and changing speed. This is mainly due to excessive clearance among moving parts of steering

mechanism. Excessive tyre unbalance may also create the symptom.

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Table 10-5-2 Front wheel swing or oscillating

Causes

Solutions

1

Ball joint excessive play — front axle upper/lower

transverse arms

1

Adjust or replace

2

Ball pin excessive play - tie rod

2

Re-adjust or replace

4

Loose front wheel bolts

4

Re-tighten

5

Loose front wheel hub bearing

5

Adjust or replace

7

Elasticness varies - LH/RH torsion bars spring

7

Replace

8

Inaccurate front wheel alignment

8

Re-adjust

9

Tyre pressure difference - RH/LH tyres

9

Adjust to specified air pressure

10

Excessive dynamic unbalance - wheel or brake drum

10

Perform dynamic balance test

3. Driving to one side, see table 10-5-3.

Vehicle cannot drive in straight line or cannot return to straight properly. These are mainly due to vehicle

skewed frame or incorrect front wheel alignment.

Table 10-5-3 Driving to one side

Causes

Solutions

1

Tyre pressure difference — RH/LH tyres

1

Adjust to standard pressure

2

LH or RH brake drum rubbing

2

Adjust brake

3

Different spring elastic ness—RH/ LH torsion bars

3

Repair or replace

4

Uneven wheel base

4

Adjust wheel base

5

Distort front shaft parts, or skewed or distort

vehicle frame

5

Check distort parts, repair or replace

6

Front wheel misalignment

6

Check concerning distort parts that affect

alignment, repair or replace

7

Moving parts are poorly lubricated

7

Add lubricant

4. Excessive or uneven tire wear, see table 10-5-4.

Tire wears excessively after certain mileage. This happens together with other symptoms such as heavy

steering, front wheel swing and drive to one side.

Table 10-5-4 Excessive or uneven tire wear

Causes

Solutions

1

Incorrect tyre pressure

Tyre center face wear — pressure too high

Tyre edge wear – pressure too low

1

Adjust to standard pressure

2

Incorrect front wheel alignment

A. Uneven face wear — tyre inner/outer edge

B. Even circular wear — tyre inner or outer edges

2

Re-adjust and replace parts if necessary

3

Bend or distort steering knuckle

3

Replace

4

Excessive steering knuckle bearing clearance

4

Re-adjust

Chapter 10 Chassis Structure and Service

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199

·

Figure 10-5-14 Abnormal Tires Wears and Correction

10.6 Steering Mechanism

10.6.1 Main Technical Parameters of Steering Mechanism

Main Technical Parameters of Steering Mechanism

Sn

Description

Data

Type

Rack pinion

Transmission ratio

46.67

Total number of turns of the pinion of steering gear (turn)

3.39

1

Steering

gear

Position of steering wheel

LH

Modulus

1．85

Number of rack tooth

30

Number of pinion tooth

8

Pinion arm shaft turning angle(or steering gear arm

swinging angle)

1220º

Reference diameter of the pinion (mm)

φ16.33

3

Rack pinion

sets

Radial circle run-out of rack shaft

0．15

Diameter (mm)

φ390

4

Steering

wheel

Free travel (mm)

25

5

Gross weight of steering gear (kg)

9.5

6

Lubricant

QL-5 rate 80/W90

State

Quick wear on

two shoulders

Causes

Correction

Excessive

camber

Deficient air

pressure or

over speed

Excessive air

pressure or
inadequate

rotation

Deficient air

pressure or
inadequate

rotation

Under cold state, adjust to
specified pressure, perform tire
rotation.

Adjust the
camber

Adjust the
toe-in

Perform static
and dynamic
balance tests

Check

suspension

and tire

rotation

Improper
toe-in

Unbalanced or

skew wheels

Inadequate tire

rotation,

improper

suspension

calibration or

wear

Quick wear on

middle

Feather edge
shape wear

Bald spot

Fan shape
wear

Crack on tread

Single edge
wear

Result