Niva front axle

FRONT AXLE. TECHNICAL CHARACTERISTIC Type of front Vedushchy Bridge with interwheel differential the Main Gipoidnaya Peredatochnoye broadcast number 4.3 of the Gear wheel of the main transfer Coupled on contact and noise the Side gap between teeths of gear wheels of the main transfer, mm 0.08 - 0.13 Regulation of a preliminary tightness of bearings the Expansion sleeve conducting gear wheels when tightening a nut a dynamometer key with the subsequent check of the moment of resistance to a provorachivaniye the Moment of resistance to a provorachivaniye of the leading gear wheel, N · m (kgf· m) 1.6 - 2.0 (0.16 - 0.20) Adjustment of preliminary tension of differential bearings by adjusting nuts, controlling the value of bearing cover break-up. Differential box bearing cover break-up, mm 0.08 - 0.11 Axial clearance of axle gear, m 0.1 not more than Filling capacity, l 0.9 Used oil TAD-17 and front axle - drive, two-gear transmission with permanent drive Differential parts, main gear gears and bearings of front and rear axle reduction gears are unified; their structure is described above. The front axle is attached to the engine brackets: on the right - with a bolt through the crown, matte 30, on the left - on two studs 12. Front axle crankcase 7 is cast from aluminium alloy. The middle part of the crankcase is expanded and has an opening, to the plane of which a stamped cover 10 is attached on studs. Differential and main gear are located in middle cavity of crankcase. Front axle case is closed from below by cast cover 9 accommodating drain hole plug 8. The filling hole, as well as the control hole, is located on the left side of the crankcase and is closed by a plug 34. On the sides the crankcase has flanges in which sockets are bored for installation of bearings 22 of internal hinge bodies. On the right side of the crankcase there is installed a boot 29, through which the inner cavity of the crankcase communicates with the atmosphere, which prevents an increase in pressure inside the crankcase. Through hole of boot body is closed by valve pressed to hole by spring. Valve with spring is closed by cap. The valve prevents water from entering the crankcase when the vehicle is moving or stopping in the water. Housing 21 of internal hinge is made together with semi-axis, splined end of which enters hole of gear 4 of semi-axis. The other end of the hinge body half-axle rests on the ball bearing 22. The inner bearing ring 22 is sandwiched between the axle collar and the spring washer 24 which is held on the axle collar by the stop ring 25. The outer bearing ring is fixed by a mounting ring 23 which is located in the groove of the outer ring and is clamped between the front axle housing flange and the bearing cover 36. This bearing fixation keeps the inner hinge body from axial displacement. A gland 38 protected by a deflector 37 is provided in the bearing cover 36. The front axle drive gear gland 17 has the same dimensions as the rear axle reduction gear gland, but the notch on the protective edge of the gland is directed to the other opposite side. The direction of the notch on the gland depends on the direction of rotation of the main gear drive gear. And they at the front and rear bridges rotate in different directions. This difference must be taken into account when assembling bridges, since the gland installed from another place will not hold oil. 1. Differential box. 2. Satellite. 3. Satellite axis. 4. Half axle gear. 5. Main gear driven gear. 6. Stud for bearing cover attachment. 7. Front bridge carter. 8. Drain plug. 9. Lower cover of the crankcase. 10. Crankcase cover. 11. Bracket of engine NLG. 12. Studs for front axle attachment. 13. LH bracket of front axle attachment. 14. Roller bearings of drive gear. 15.Main gear drive gear. 16. Spacer bushing. 17. Gland. 18. Mud reflector. 19. Flange. 20. Flange attachment nut. 21. Housing of internal hinge of wheels drive. 22. Ball bearing of internal hinge housing. 23. Bearing mounting ring. 24. Spring washer. 25. Locking ring. 26. Adjustment nut of differential box bearing. 27. Roller bearing of differential box. 28. Right semi-axis of internal hinge housing. 29. Sapun. 30. RH bracket of front axle attachment. 31. Adjusting ring of driving gear. 32. Oil reflector. 33. Support washer of axle gear. 34. Filling hole plug. 35. Left semi-axis of internal hinge housing. 36. Bearing cover. 37. Mud reflector. 38. Gland. 39. Differential box bearing cover. 40. Locking plate of adjusting nut. FRONT SUSPENSION, WHEELS, TIRES. TECHNICAL CHARACTERISTICS Suspension type Independent, on transverse rocking levers, with coil springs, telescopic hydraulic shock absorbers and lateral stability stabilizer Stabilizer bar Transverse, on rubber cushions Cylindrical springs: free length, mm 278 length under load 640 + 25 kg, mm: group A (without marking) > 192 group B (black marking) ≤192 Compression stroke, mm 80 Recoil stroke, mm 75 Wheel mounting angles (under load): convergence, mm 2 - 4 camber, deg (mm) 0 ° 30 '+ 20' (1 - 5) longitudinal inclination of the turn axis, deg 3 ° 30 '+ 30' transverse angle of turn axis inclination, deg 11 ° 30 ', independent stabilizer. The type and design of the suspension ensure smooth running and stability of the car at high speed. The suspension link is a tubular cross-section 51. Brackets (2) are welded to both ends of the crossbar, by which the suspension is attached to the body spars. Bushings 52 of lower levers axes are pressed in holes of bracket bosses. Behind two brackets are welded to cross-piece for attachment of braces 33. At other ends the braces are attached to the body brackets 34. The braces perceive longitudinal forces and their moments during the movement of the car and thereby prevent the bolts of the crossbar from being cut. Lower suspension lever 1 is welded from two parts, which, when connected, form a seat for attachment of lower ball joint 13. Lever 1 is connected to suspension crossbar 51 by axle 55 via rubber-metal hinges 54. A rubber hinge sleeve 57 is mounted with greater radial interference between the outer 59 and inner 58 sleeves. External sleeve of hinge is pressed into hole of lever (1); an axis 55 extends through the inner sleeve 58. At the ends, the rubber sleeve of the hinge is clamped between the thrust washers 56 and 60. When suspension lever is rocked, rubber bushing is deformed without its turning relative to hinge parts. Thrust washers 56 and a set of process washers 53 with a thickness of 0.5 mm are installed between the end surfaces of rubber-metal hinges and bushings 52 of the crossbar axis. By changing the thickness of the set of washers 53, the longitudinal inclination of the pivot axis during assembly of the vehicle at the factory is adjusted. Lower support cup (3) of suspension spring is attached by four bolts to lower suspension lever from above. The upper suspension lever 41 on the outer fork part has a mounting seat for attaching the upper ball joint 36, rubber-metal hinges are pressed into the eyes of the lever, the design of which is similar to the hinges of the lower levers, but the size is different. Upper lever assembled with rubber-metal hinges is attached by two bolts to side bracket of suspension crossbar. The ball joints 36 and 13 connect the suspension arms to the pivot cam 25.Non-detachable hinges, upper and lower hinges of the same design, interchangeable; do not require lubrication during operation. Elastic elements of suspension include spring 4 and rubber buffers of release and compression. The mushroom shank release buffer 43 is held in the bracket 42. The compression buffer 5 is held by the shank in a cage connected by contact welding to the post 6. Under static load, the lower support cup 3 lightly abuts against the compression buffer 5, which ensures its constant operation. Suspension stroke is limited at compression by stop of lower support cup 3 against metal limiter 7 of compression stroke, and at deflection - by stop of upper lever 41 against bracket 42 of deflection buffer. The coil coil spring 4 abuts the upper end through the steel support cup 48 and the rubber insulating gasket 49 on the support 47, and the lower end through the plastic insulating gasket on the support cup 3 of the lower suspension lever. The transverse stability stabilizer provides angular rigidity of the car, reducing the lateral roll on the turn and the transverse swinging of the body. Stabilizer rod 12 is installed in rubber cushions 11 and is attached by cages 10 to body spar brackets and to brackets of lower suspension levers. At car roll, right and left lower suspension levers turn on their axles relative to suspension crossbar in opposite directions, pulling cranks of stabilizer rod behind them. Note here that stabilizer rod ends turn in opposite directions to twist rod middle part. The elastic resistance of the rod counteracts the forces causing the roll of the body and reduces the roll. Disc wheels with rim size 1271 - 406 (51-16) are installed on the car. Each wheel is fixed with five nuts, the spare wheel is placed in the engine compartment. Front and rear wheels are interchangeable. The wheel disc is stamped with steel. 12 uniformly arranged holes for ventilation of brake mechanisms and wheels are stamped along outer diameter of disk. Near the inner, mounting hole of the disk there are five holes for bolts of the wheel attachment. Rim with deep profile is welded to disk. The rim recess indicates its size in millimeters or inches, the manufacturer, as well as the month and year of production of the wheel. The first figure of the rim size indicates its width under the tire, the second - the fitting diameter for the tire. Rim wall has opening for outlet of chamber valve. The front wheel hub 16 rotates on two radially-thrust conical bearings 24, the outer rings of which are pressed into the seats of the turning cam, and the inner rings are seated with a small clearance on the treated shoulders of the wheel hub. This fitting of the bearing rings adjusts the clearance in the wheel hub bearings when tightening the nut. The optimum clearance shall be 0.025-0.080 mm, the maximum permissible in the operation of the vehicle is 0.15 mm. Adjusting nut is fixed against spontaneous turning by pressing its girdle into slots of tail 20 of external hinge housing. Bearings are lubricated with LITOL-24 consistency mass, which is laid in the cavity of the swivel cam during hub assembly. Shank 20 of hinge body of equal angular speeds is installed in hole of hub on splines. Centering of shank 20 relative to hub is provided by conical bushing 18 and centering belt of hinge body. The interior of the swivel cam 25 and bearings 24 are protected against dirt and moisture by two glands 22. Each gland is protected by a metal dirt-reflecting ring 23. From the outside, the hub is covered with a cap 19. Five front disc attachment bolts are pressed into holes "of hub flange and brake disc. On the head of each bolt there is a lug, which, resting on the inner groove of the brake disc, prevents the bolt from turning when tightening the wheel attachment nuts.Diagonal tires measuring 6.95-16 (175-406) are installed on the car, in which the cords in the frame are directed at an angle to the plane drawn through the wheel axis. Diagonal tires have good lateral stiffness, which improves the stability and handling of the car. Tyres have a universal tread pattern that provides good adhesion to hard and weak soils. The tyre sidewall shows its dimensions in inches and millimeters, model, tyre serial number, date of manufacture and manufacturer. Internal pressure in tires of front wheels is 0.18 MPa (1.8 kgf/cm2), rear wheels is 0.17 MPa (1.7 kgf/cm2). The wheel assembly passes dynamic balancing on a special stand. Wheel imbalance is eliminated by weights, which are attached by springs to rim flanges. Weight of balancing weights 20, 40, 60, 80 kg. If the total weight of the weights required for balancing the wheel exceeds 100 g, then one of the weights is installed on the outer and the other on the inner sides of the rim. To increase stability (stabilization) of front wheels and to facilitate control of the car, front wheels have a camber in the vertical plane, convergence in the horizontal plane, and the axis of rotation of the wheels has an inclination in the longitudinal "transverse plane. The values of the front wheel installation angles at static load of 320 kg (which corresponds to the weight of four people and 40 kg of cargo in the trunk) are as follows: Wheel camber angle, deg 0 ° 30 '+ 20' Wheel convergence, mm 2 - 4 Longitudinal angle of tilt of the turn axis, deg 3 ° 30 '± 30' Transverse angle of tilt of the turn axis, deg. 11 ° 30 'The angle of front wheels camming is adjusted by changing the number of washers 46 installed between the upper lever axis and the crossbar bracket. When the same number of washers is removed from both bolts, the camber angle decreases, when added, it increases. The angle of longitudinal inclination of the pivot axis is also adjusted by the washers 46, shifting them from one bolt to another. The angle of longitudinal inclination of the rotation axis increases when the washers are moved from the rear bolt to the front bolt and decrease during reverse permutation. The convergence of the front wheels is controlled by changing the length of the side steering rods. At the same time, it is necessary to rotate the adjusting couplings by the same value in the opposite direction. The convergence of the wheels increases with the extension of the rods and decreases with their shortening. Transverse angle of rotation axis inclination is set structurally and is not adjusted by 1. Lower lever. 2. Cross bar bracket. 3. Lower support cup of spring. 4. Suspension spring. 5. Compression buffer. 6. Compression buffer support rack. 7. Compression stroke limiter. 8. Bracket for shock absorber attachment. 9. Shock absorber. 10. Holder for attachment of stabilizer rod (11). Rubber pad of stabilizer rod. 12. Stabilizer rod. 13. Lower ball joint. 14. Front brake protective casing. 15. Brake disc. 16. Wheel hub. 17. Brake disc and wheel attachment bolt. 18. Cone bushing. 19. Wheel cap. 20. Shank of external housing of front wheels drive hinge. 21. Gland bushing. 22. Gland. 23. Dirt-reflecting ring. 24. Wheel hub roller bearing. 25. Swivel fist. 26. Ball joint pin. 27. Ball joint protective cover. 28. Bearing. 29. Holder of ball joint pin insert. 30. Bearing housing of ball joint pin. 31. Body spar. 32. Plate for attachment of stabilizer rod. 33. Stretching. 34. Bracing bracket. 35. Puck. 36. Upper ball joint. 37. Rod attachment cushion. 38. Shock absorber rod. 39. Washer for shock absorber rod attachment.40. Upper bracket of shock absorber attachment. 41. upper lever. 42. Release buffer bracket. 43. Bleed buffer. 44. Axle of upper suspension lever. 45. Bolt for attachment of upper lever axle. 46. Adjusting washer. 47. Upper support of suspension spring. 48. Upper support cup of spring. 49. Isolating gasket of spring. 50. Bracket for bracing attachment to cross-bar. 51. Front suspension cross-bar. 52. Bushing of lower lever axis. 53. Adjusting washer. 54. Rubber-metal hinge of lower lever. 55. Axle of lower suspension lever. 56. Thrust washer of bushing has lower lever axis. 57. Rubber joint bushing. 58. Hinge inner bushing. 59. External joint bushing. 60. Thrust washer of hinge. REAR SUSPENSION. TECHNICAL CHARACTERISTICS Suspension type Dependent, with coil springs, telescopic hydraulic shock absorbers, four longitudinal and one transverse rods Connection of rods with body and rear axle beam Hinge, on rubber bushings Suspension compression stroke, mm 100 Suspension retraction stroke; mm 125 Length of hinges of reactive rods, mm: lower longitudinal 55 upper longitudinal 48 transverse 48 Cylindrical springs: free length, mm 434 length under load 350 ± 16 kg, mm: group A (without marking) > 278 group B (black marking) ≤278 The rear suspension of the car consists of three main devices that provide elastic communication between the body and the rear axle beam (wheels), reduce dynamic loads on the body and wheels and quickly extinguish body vibrations. These devices include guide, damping and elastic elements. The guide device has four longitudinal and one transverse rods, by means of which the rear axle beam is suspended from the body. Longitudinal rods transfer pushing and braking forces from driving wheels to body, and transverse rod keeps body from lateral movements. These forces are transmitted through the rear axle beam, which connects the left and right wheels. This connection causes both wheels to move simultaneously in a vertical plane, that is, the movement of one wheel depends on the other. Therefore, the suspension is called dependent. Each rod is connected with one end to bracket of rear axle beam, with the other end to body bracket. Hinged joints of upper longitudinal 17 and transverse 24 rods are interchangeable and consist of two bushings: rubber 2 and metal spacer 1. Rubber bushing 2 has the form of two truncated cones connected by tops. It is pressed into the head of the rod 24. Spacer bushing 1 is installed in hole of bushing 2, through which rod attachment bolt passes. During assembly, the rubber bushing is pre-compressed, so there are no gaps between the hinge bushings, as well as between the rod head and the rubber bushing. Hinges of lower longitudinal rods differ from hinges of other rods only in size. In order to ensure long-term operation of the rod hinges and prevent their damage and excessive tightening, the nuts on the bolts attaching the longitudinal and transverse rods are tightened on the loaded car. The load on the rear of the vehicle must be such that the distance from the rear axle beam to the body spar, measured 100 mm from the transverse rod bracket, is 152 mm. Moment of tightening of rods attachment nuts must be 80 N-m (8 kgf-m). Under this condition, the rods swing only due to elastic deformation of the rubber bushings, without slipping them. Hinges do not require additional maintenance and lubrication. Lower longitudinal and transverse rods are attached to body brackets and rear axle beams by bolts with nuts and spring washers. The rear heads of the upper longitudinal rods are similarly attached to the bracket of the rear axle beam.Front heads of upper longitudinal rods are attached to body brackets by bolts with self-locking nuts (with nylon insert). Resilient suspension elements include helical coil springs 9, two main springs 6 and additional compression buffer 16. Depending on spring stiffness under load 350 + 10 kg are sorted into two groups: A and B. Springs of the same group must be installed on two suspensions. If in the front suspension there are springs of group A (without marking), and for the rear suspension there are no such springs, then in exceptional cases it is allowed to install springs of group B (with black marking). If group B springs are installed in the front suspension, then only springs of the same group must be installed in the rear suspension. Suspension spring is installed between support 12 and lower support cup $ in compressed state. Support 12 is welded to the arch of the rear wheel and to the trunk floor, and cup S - to the rear axle beam. Between the spring and the support 12 there is an insulating gasket 11 which is located in the steel stamped cup 10. The lower part of the spring rests against the plastic insulating gasket 4. The upper and lower insulating gaskets absorb noise and dampen vibrations. The upward travel of the suspension and compression of the springs is limited to two main buffers 6 and one additional buffer 16 which increase the stiffness of the suspension at the end of the compression stroke. Main buffers are located inside springs and fixed by mushroom-like nipple in holes of upper support cups 12. During compression, the main buffers abut against the lower support dish 5. The additional buffer is similarly fixed on the body bracket and rests at the end of the compression stroke against the platform of the rear axle reduction gear box, preventing touching of the body floor and the cardan shaft. To dampen body vibrations in the suspension, two hydraulic 1 telescopic-type shock absorbers are used. Each shock absorber is pivotally connected to an ode. 1 with its end with a body, the other with a rear axle beam. Upper eye of shock absorber is fixed on pin, which is welded to cross-piece 15 of body floor. Pin passes through taper rubber bushings 14 installed in upper eye of shock absorber. Washer is installed on end of pin and self-locking nut is screwed in. Lower eye of shock absorber is attached to lugs of bracket for attachment of lower longitudinal rods by means of bolt with self-locking nut. The attachment bolt passes through the hinge bushing of the lower eye of the shock absorber. The hinge consists of two tapered rubber bushings 14 through which the steel spacer bushing passes. Rubber sleeves on both sides are pressed with steel washers, of which the inner washer 26 is remote. A spacer bushing is installed on the bolt between the legs of the bracket, which protects them from deformation when tightening the attachment nut of the lower eye of the shock absorber. SHAPE * MERGEFORMAT 1. Spacer bushing. 2. Rubber bushing of rod hinge. 3. Lower longitudinal bar. 4. Lower insulating gasket of spring. 5. Lower support cup of spring. 6. The main buffer of the compression stroke. 7. Bolt for attachment of upper longitudinal rod. 8. Bracket for attachment of upper longitudinal rod. 9. Suspension spring. 10. Upper support cup of spring. 11. Upper insulating gasket of spring. 12. Upper support. 13. Traction of rear brake pressure regulator drive lever. 14. Rubber bushing of shock absorber hinge. 15. Cross-section of the body floor. 16. Optional compression stroke buffer. 17. Upper longitudinal bar. 18. Bracket for attachment of lower longitudinal rod. 19. Bracket for attachment of transverse rod to body. 20. Pressure regulator. 21. Pressure regulator drive lever. 22. Support sleeve holder of lever. 23. Lever support bushing. 24. Transverse bar. 25. Shock absorber. 26. Distance washer. 27.Thrust washer. 28. Attachment bolt of pressure regulator. 29. Pressure regulator finger. SHOCK ABSORBERS. TECHNICAL CHARACTERISTICS Type Hydraulic telescopic, double-acting Filling tank, l: front 0.120 rear 0.195 Used liquid MGP-10 as per TU 38-1-01-137 - 71 Shock absorber length, mm: front rear in compressed state 220 310.5 in elongated state 325 492 Rod stroke, mm 105 181.5 For quick suppression of vertical vibrations of the body, shock absorbers are included in the suspension of the car. The operating principle of the shock absorber is based on the flow of working fluid through the throttling system under the pressure of the piston, as a result of which resistance to oscillatory movements of the body is created. The design of the throttling system is such that the greatest resistance is created during recoil and the smallest resistance is created during compression. This provides a more efficient damping of body vibrations and does not increase the stiffness of the suspension. According to the device, shock absorbers of front and rear suspensions are the same and differ in the method of attachment, size of cylinders and rods, working diagram, as well as throttle disks 16 and springs 10 of recoil valves. Throttle disk 16 has two slots in front shock absorber and three in rear diameter. The recoil valve spring of the front shock absorber is stiffer and not slowed, unlike the spring of the rear shock absorber. The rear shock absorber consists of a steel tank 22, a working cylinder 21, a compression valve and a rod 20 on which sealing parts, a piston with valves and a casing 23 with an upper eye 31 are arranged. Bottom is welded to lower part of tank and lower eye 1 is welded to it. The upper end of the reservoir is internally threaded for nut 30. In the bottom groove of the tank there is a compression valve body 2, which has a seating belt for pressing the cylinder 21. In the central stepped hole of the compression valve body there is a bushing 7 in which there is an axial channel passing into holes - calibrated and side rectangular. Liquid is throttled through calibrated hole at calm stroke of piston. In case of abrupt downward movement of piston, liquid is passed through axial channel and rectangular hole into annular slot between housing 2 and cone of valve bushing 7. In the annular recess of the valve body 2 there are eight holes uniformly spaced circumferentially. These openings are closed by a poppet inlet valve 4 which is pressed against the valve body by a conical spring 5. The conical shape of the spring allows it to contract to a flat state without contacting the turns. Nut 8 with limiting plate is screwed into threaded hole of housing 2. Nut 8 serves as socket for compression valve sleeve 7 and fixes valve parts. Inside the cylinder there is a metal ceramic piston 11, in the annular groove of which a piston ring 15 is installed. It seals the gap between the piston and the cylinder. Piston 11 has two rows of vertical channels arranged along two radii. The large radius channels are overlapped by a bypass valve plate 17 which is pressed against the channel openings by a spring 18. The other row of channels is closed by a recoil valve consisting of a throttle disk 16 and two flat disks 14. This disc pack is rigidly pressed against piston 11 through plate 12, spring 10 and nut 9. Note here that inner edge of recoil valve disks is pressed by nut 9 via washer 13 to protect bottom disk from damages by nut and stabilize valve operation. Shock absorber rod is made in form of rod to which upper eye is welded together with cover of shock absorber casing 23. The ceramic metal bushing 24 is a guide of the shock absorber rod; working cylinder 21 is pressed onto mounting belt of bushing 24. Rod outlet from guide bushing 24 is sealed by gland 27, and guide bushing 24 is sealed in reservoir by rubber ring 25.Gland 27 and ring 25 are pressed from above by holder 28. A rubber gasket 26 and a protective ring 29, which acts as a scraper and removes dirt from the rod during compression, are installed between the holder and nut 30. The nut 30 presses the seal parts against the guide sleeve 24 and the compression valve and guide sleeve 24 against the end surfaces of the cylinder 21. To increase service life of rod, guide bushing and gland, working surface of rod is hardened, coated with chromium layer and polished. Two conical rubber bushings are installed in each lug of shock absorber at its attachment on car, which provide connection of shock absorber attachment parts without clearances. Rod of front shock absorber in upper part has thread for attachment. Rubber-metal hinge 38 is installed in lower lug of shock absorber. OPERATION OF SHOCK ABSORBER In shock absorbers, suppression occurs due to forced fluid flow from one cavity of shock absorber to another through channels in valves. The shock absorbers of the front and rear suspensions have different resistance characteristics, which are selected so as to extinguish repeated vibrations of the body without transmitting tremors to the body. Liquid poured into shock absorber is permanently located in cavities under piston and above piston, as well as in cavity between cylinder and reservoir. At the same time in the last cavity there is a reserve amount of liquid. There are two suspension strokes: compression stroke and recoil stroke. With both moves, the shock absorbers create additional resistance to body movement. Compression progress. The piston, moving downwards, exerts pressure on the liquid, which, pressing out the plate 17 of the bypass valve, flows through the channels in the piston from the lower cavity of the cylinder to the upper one. But the upper cavity cannot accommodate all the incoming liquid, since part of the upper cavity occupies a rod. Therefore, a portion of the liquid equal in volume to the pushed rod flows through the compression valve into the reservoir. If the piston moves at a low speed, the liquid pressure will not be sufficient to overcome the resistance of the spring 3, and the liquid will be throttled through the calibrated hole of the compression valve sleeve 7. At high piston speed, liquid does not have time to flow through the calibrated hole, and the pressure in the lower cylinder cavity increases. The compression valve sleeve 7 is lowered downwards, compressing the spring 3, and liquid flows into the reservoir. During compression, only the throttling of the volume of liquid equal to the volume of the pushed-in rod through the calibrated hole of the compression valve sleeve 7 has a damping effect. Fluid overflow through the bypass valve creates very little resistance to piston movement. The course of return. When the shock absorber is stretched and the piston moves upward, exerts pressure on the liquid in the upper cavity, the liquid flows into the lower cavity through the recoil valve. At a low piston speed in the cylinder, liquid passes through permanently open throttle slots formed by slots on the throttle disk 16. This creates resistance to movement of the body. When the speed of the piston in the cylinder increases dramatically, the recoil valve discs bend under fluid pressure, compressing the spring 10. The main flow of liquid flows through the formed annular slot between the throttle disk and the piston, releasing excess pressure. Volume of liquid in upper cavity is less than volume of liquid in lower cavity by value of volume of rod leaving cylinder. Therefore, the missing volume of liquid under the suction action of the piston enters the lower cavity through the inlet valve 4 from the reservoir. The resistance of the recoil stroke is several times higher than the resistance of the compression stroke, which reduces the effect of shocks on the car body that occurs when hitting the road irregularities. 1. The ear. 2. Compression valve housing. 3. Compression valve spring. 4. Intake valve tray. 5. Intake valve spring. 6. Inlet valve limiter plate.7. Compression valve bushing. 8. Compression valve nut. 9. Nut of recoil valve. 10. Recoil valve spring. 11. Shock absorber piston. 12. Recoil valve plate. 13. Washer of recoil valve nut. 14. Recoil valve disc. 15. Piston ring. 16. Throttle disk of recoil valve. 17. Bypass valve plate. 18. Bypass valve spring. 19. Limiting plate of bypass valve. 20. Rod. 21. Cylinder. 22. Tank. 23. Shock absorber casing. 24. Rod guide bushing. 25. Tank O-ring. 26. Gasket of rod protective ring. 27. Rod gland. 28. Gland collar. 29. Rod protective ring. 30. The nut of the tank. 31. Upper ear. 32. Nut for attachment of upper end of front suspension shock absorber. 33. Spring washer. 34. Washer of cushion for attachment of upper end of shock absorber. 35. Spacer bushing of shock absorber upper hinge. 36. Cover of front suspension shock absorber housing. 37. Shock absorber casing. 38. Rubber-metal joint.