SPECIFICATIONS OF SOVIET YAAZ-210 SERIES TRUCKS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700060460-3
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 15
• Document Creation Date: December 22, 2016
• Document Release Date: October 6, 2011
• Sequence Number: 460
• Publication Date: January 7, 1952
• Content Type: REPORT

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CLASSIFICATION ~3TRICTID
SECOR~PIRATIOR
CENTRAL INTELLIGENCE AGENCY
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS
COUNTRY USSR
SU2JECT &conomic -Technological, automobile indva`ry
HOW
PUBLISHED
WHERE
PUBLISHED
DATE
PUBLISHED
1(oathly periodical
Moscow
Jut 1949
REPOR~
cD r:o.
DATE OF
INFORMATICN 1949
DATE DIST. ~ itah 1952
N0. OF PAGES 15
SUPPLEMENT TO
REPORT N0.
THIS IS UNEVALUATED INFORMATION
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or ~n coxrcxn n ~xr ~nw m ?Y YY?YMOYn^r rpYYY 11 rxa
xnmo n uY. nrxooornoY or rnr rau a noxumo.
3P&CIFICATIOII3 OF SOVIET YaAZ-210 3>~ TRUCES
9.. V. Osepchugm, Stalin Prise Wisner
~Tnbles sad figures referred to are appended
The use of trneks for short hauls to replace rail transport hne necessi-
tated the production of trucks with good dynamic qualities capable of carrying
heavy loads. The use of modern heavy trucks reduces ezpeffiiturea on aervlcing,
fuel, sad lubricants. Table 1 shove the marked reduction in foal caseu~ptiaa
per ton per kilometer achieved by increasing the load capacity of the truck.
The cas~aratively high average tonnage of the USSR motor vehicle park ie
being raised by the production of 7-ton trucks. Along with the production of
7-ton trucks, a new tank vas set: to design a 12-ton, 6-wheel truck, and du=p
tracks and tzactor trnclu: based on it.
YaAZ-210 Siz-Wheel Truck
Mssimum unification of aggregates, parts, norms, technological elements,
sad materials with those of the four-wheel YaAZ-200 truck vas a bael.c factor
is the design of the YnAZ-210 truck. (For details on the YaAZ-200 truck, see
article by V. V. Oeepchugov 1n Avtamobil'naya Pro~+ehleffiost', lfo 2, 1947.)
Sighty-three percent of the parts off- e~-v eel nom- 0 made by the
Yaroslavl' Automobile Plant are identical with thc~ae of the Soar-vLeel YsAZ-
200 truck. Table 2 given unification flats within the limits of design groups.
The scope of unification ie also characterized by the degreR of ~ification
of technological elements. Thve, no sex splined Joints, threads, or materiels
very introduced into the design of the siz-xheel truck that were not is the fonr-
vheel truck. All parts of the e1s-cylinder engin~ ~YaAZ-2107 differing from the
corresponding parts of the four-cylinder engine L,~y 200J eve their elements
unified to the ,narlnnrm ertent.
CLASSIFICATION RESTRICTED
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The 12.00 x 20 tires used on the YaAZ-210 define the maximum load of the
vehicle. Each of the ten tires carries a maximum load of 2,500 kilograms; thus,
each axle can carry 10 tons. With a load of 4 tone oa the front axle and a load
of 10 tons on each of the two rear axles, the vehicle weight capacity is 24 tons.
The refight of the truck itself is between 10 and 11 tone, and thus the effective
load capacity fie 12 tone.
~?
The Ye11Z-210 truck is equipped with a 168-horsepower, six cylinder diesel
eaRine. (For details on the engine, see article by I. S. Khania in Avtomobil'-
naye Proudahlennoat', Ao 6, 1948.)
The dry, single-disk clutch has an external lining diameter of 381 mil-
limeters an3 as infernal diameter of 203 millimeters. It is similar to the
clutch of the four-wheel YeAZ truck, but larger.
1. Transmission
inr gear ratio of the reduction gear is the same as on the YaAZ-200
(8.21:1). The transmission constant of the transfer case is 1.07:1, which has
the effect of increasing the gear ratio of the reduction gear to 8.80:1.
The gear ratios of the five-stage transmission are preserved unchanged.
Aa a result, ve get the following calculated dynamic parameters: highest sl~,ed
in overdrive, 58 kilometers per hour; is direct drive, 45 kilometers per hour;
dynamic factor fir. direct drive, 0.042 kilogram per kilogram; Sn direct drive at
a speed of 30 kilometers per hour, the loaded truck can ascend a grade of ^c.6
percent (1 degree 30 minutes). A gear ratio Sn first gear in ^_he transmission
of 6.17:1, and la the transfer ease of 2.13:1, enables the truck to surmount
grades up to 40 percent (22 degrees) and to maintain a minimum speed of 4 kilo-
meters per hour over difficult stretches of road when the engine is turning at
1,500 revolutions per minute. Maximum tractive force in direct drive is 1,070
kilograms.
The relationship between power, weight, and gear ratio of the trans-
mission selected provides goad dynamic qualities.
On roads with weak eur~facee and Sr. cross-country driving, the load
capacity of the truck should be reduced to 10 tons in viex of the road con-
ditions and to improve the dynamic qualities of the truck.
The double row of universal shafts used to turn the driving axles has
the following advantages:
a. It makes it possible to use s reduction gear completely unified
with the reduction gear of the Sour-wheel truck. By moving the ball of the rear
axle beam 80 millimeters to one aide of the axle and revising the rear axle been,
ve obtain~n the YaAZ-21~ a displacement of the reduction geare-eufficient to
permit li ing a propeller shaft to each reduction gear.
b. It makes it possible to change the gear ratio of the transmission
without changing the reduction gear. Beyond the transfer ease, the torque of
the engine is transmitted by two shafts. The propeller shaft of the YaAZ X00
transmits a torque of 48 kilogram-meters, while the two propeller shafts of the
YAZ-210 transmit a total torque of 72 kilogram-meters, that is, each shaft
transmits leas than 48 kilogram-meters. This makes it possible to vary the
gear ratios in the transfer ease without changing the standard reduction gear and
without overloading the propeller shafts, when developing modifications of the
six-wheel truck, such as tractor trucks, dump trucks, etc.
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c. It makes possible a longer propeller aha?t leading to the rear
bogie. Elimination of a short propeller shaft between axles and the use of
two relatively long propeller shafts create a closed system of driving the
axles. At the same time, the locked differential is more elastic and cnnae-
quently less strained by the twisting moment created in the transmisal~n when
the driva wheels of the rear bogie rotate at different speeds.
The use of differentials in the reduction gears and cf a third
differential in the systems eliminates additional stresses in the closed drive
system of the driving axle of the rear bogie; thus the third differential is
indispensable in six-wheel trucks. However, it reduces the roadability oP the
track and should be made self-locking or be equipped rith forced locking for
diffic~ilt road conditions The YeAZ-210 uses a third differential with four
bevel spider pinions and with locking operated by a lever la the driver's cab.
Table 3 gives the summary angles of the universal shafts, mounted on
a stan_ard 5,750-millimeter base (YaAZ-210 and 210A), and also for the chassis
of tractor trucks and dump trucks with abase shortened to 4,780 millimeters
(YaAZ-210G, 210D, and 210E).
Operating practice with heavy six-wheel trucks has proved these
limiting angles of the propeller shafts acceptable when used with an ordinary
universal joint.
The tor~ue tubes are unified in cross-section diameter with those of
the YaAZ-200 truck. The universal joints are similar to those of the YaAZ-200
in design, but larger. All propeller shafts are equipped with f~ange ~oiats so
that the shafts can be mounted and removed from the chassis without taking the
universal joints apart,
The transfer case serves s~ an auxiliary transmission and distributes
the torqu? to the two axles. It also ircl+.ides a third, locking differential.
The case of the auxiliary transmission erd the transfer case are separate and
cast of iron. The two cases are bolte3 together, and the central shaft of the
transfer case is Integral with the auxiliary transmission main shaft. Thus,
the auxiliary transmission and the transfer case form one whole.
Bass: parameters of the transfer case are as follows: module of the
gears, 5; length between centers, 165 millimeters. The number of teeth on the
gears is shover, In Figure 1.
The spiral gears are constantly engaged. For ease in shifting, a
synchronizer is used, taken complete from the YaAZ-200 transmission. Rotation
is transmitted by the common central shaft from the auxiliary transmission to
the differential spider and than to the drive pinions of the transfer case
through fou bevel spider pinions.
At the rear end of the central shaft, the differential locY.ing sleeve
is spline mounted. When the sleeve is moved forward, its teeth engage the
teeth of the drive pinion, and, correcting the 3rive pinion to the shaft, they
throw the differential out of use. Locking the differential and releasing the
locking sleeve are done by means of a lever in the ariver's cab whet*er the
truck is moving or standing still.
When a vehicle with a locked differential travels along a good road,
additional twisting force; caused by differences in wheel diam~.ar or winding
roads arise in the transmission, which tighten the locking sleeve and make its
disengagement difficult. In such cases, it is necessary to "jar? the truck to
glue the wheels a chance to turn (even up).
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The differential lock should be engaged only for short, difficult
stretches of road and immediately disengaged upon entering a good road, since
it not only creates txisting forces, but also causes overconsumption of fuel,
The front end oP the central shaft A-H (Figure 1) can be lengthened
sad a goer and engaging sleeve for front wheel drive can be mounted on i~
For power take-off, the lid of the auxiliary transmission case is re-
placed xith a power take-off case.
Placing the central brake on the transmission makes f~ ;,,,;onvc~iP~t to
use the trucks winch xhen parking, The trv~:k~e brakes +~^_,u be on when the winch
is used. At the same time, the truck must be in ne+.ix?1 so that the motor can
operate and drire the winch on the auxiliary transmission. The hand brake csa_
not be need, For situations like this, there is a clamp that fits over the foot
brake pedal, Attempts to place the central brake in a different position on the
transmission or change the drive of the brakes on the rear bogie make the design
more complicated.
The transmission is completely unified with the transmission of the
YeAZ-200. Basic parameters are: module of the gears, 4.25 millimeters; spiral
gears distance between centers, 165 millimeters; diameter of the projecting
end of the main shaft, 55 millimeters; two synchronizers.
On the YaAZ-200 truck, the transmission has adequate reserve etrengi;h
and is long lasting; consequently, xe may expect that it will give fully satis-
factory performance on the six_vheel tn:ck.
The strength and wear resistance of the reduction gear, defined by the
coupling weight, is the same ae on the YeAZ-g00, since the axle xeight of one
ton is the limit for the tires of both trucks. The same applies to the axle
shafts, which differ only in length.
Brief overloading of the reduction gear is permissible when the inter-
mediate differential is locked. The load on a truck reduction gear is measured
by the size of the longitudinal load on the teeth of the driving pinion. Loads
up to 286 kilograms on one centimeter of the length of the teeth in direct drive
and up to 1,080 kilograms on one centimeter in low range (or according to cou-
pling weight, with a coupling coefficient of 0.65) are permissible.
Ia direct drive, with the greatest possible torque of 48 kilograms
meters, the load on one centimeter of the length of the teeth equals 165
kilograms; in first gear (6.17:1), it equals 1,020 kilograms; and with a
coupling weight of 10,000 kilograms, it equals 1,200 kilograms.
Thus, xith an Sntermediate differential, the reduction gears of the
nix-wheel truck x111 not be overloaded.
2. Undercarriage
The load on the front axle of the six_xheel is 18 percent greater than
the load on the front axle of the four-xheel truck. Since the overload vas con-
aidered permissible, the front axle of the YaAZ-200 was used without change on
the YsAZ-210.
The suspension of the rear bogie is of the balanced type and is in the
form of a single spring mounted on both sides of the frame on rubber cushions
located under the cross beams.
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Jolting forces are transmitted through the springs, while reactive
moment is taken up by two reaction rode extending from the reduction gear
uouaing to the frame cross member. Rubber cushions in the spring bracket
give the suspension good resilience and protect the spri~a from excessive
stress when the bogie cross beams are sakev.
The type of suspension used for the rear bogie has the advantage that
it contains the minimum number of parts and snivel ,~ointa and is sufficiently
resilient to withstand read irregularities with minimum twisting stresses in
the springs.
Figure 2 shows the rear bogie suspension.
Rear springs are made of 555G spring steel. The calculated tension in
the springs under a full load is 4,180 kilograms per square centimeter; the number
of oscillations iR 140 per minu?e. :
Front and rear wheels are completely unified with the wheels of the
YaAZ-200 in design, sSze of bearings, wheel disks :nd rims, and tires. Tires
with universal or extra traction treads can be used.
The frame is of riveted construction, with straight side members and
six strong cross members. The side members are made of standard rolled stock,
channel Ho 30a, xith an insert oP 8-millimeter sheet steel in the zones of maxi-
mum stress.
The steering gear and brake system are almost completely unified with
the corresponding parts of the YaAZ_~OO, Only the length of the steering column
and the fastening of the brake drum of the central brake have been changed.
Brakes on the front and rear wheels are ~uat like those on the YaA?-200.
The pneumatic equipment of the brake drive is in the form of a single-
line drive to the trailer with a combined brake cock.
Control levers are taken from the YaAZ-200, with the eddition of e
lever Por the auxiliary transmission, which ?s to the right of the gear-shift
lever, and the lever for locking the differential, ?rhich is to the right of the
auxiliary transmission lever.
The fuel system is similar to the fuel system of the YaAZ-200. Pro-
vision is made for mounting one or two fuel tanks with a capacity of up to 225
liters each.
3. Cooling System sad Exhaust
The bnslc dimensions of the radiator have been increased to correspond
to the incrensed horsepower of the motor. Tube cross section and basic design
elements of the tubular radiator were left unchanged and the radiator's height
was increased. Band type (lentochniy) radiators are being installed temporarily
on YeAZ trucks until the production of tubular radiators is organized.
The exhaust pipe is extended up over the left side of the cab to prevent
the accumulation of exhaust gases when the truck is loading or unloading. At
the same time, provision is made for attaching the exhaust pipe below, on the
left side, as is usually done.
The truck platform is wooden on a universal metal base. Sides are
removable, and the truck can be used with drop sides, fixed sides, stakes, or
without sides. Standard fastening parts can be used on this universal platform.
Future plans call for unifying the parts of the platform with the parts of the
YaAZ-200 platform.
STAT
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The driver's cab Se standard exce
by the additional control levers.
pt for changes in the floor made aecee
Visibility ie somewhat reduced be
millimeters; hoxever, visibility ie st
cause the hood has been lengthened by
ill good.
Because of the lengthening oY the
power aggregate by 300 m1111metere, t
rear section of the truck is linger th
all possible elements,
The ba
ic
en that of the YaA2-200 and is unified
s
parameters of the six-wh
TYPe
eel YeAZ-210 truck are as follows:
6 x 4
Load capacity (tons)
12
I.e~h (ffi)
9,645
Width (mm)
2,650
Height (mm)
2,560
Base (mm)
5,750-1,004
Track of rear wheels (mm)
1,920
Track of front wheels (mm)
Clearance of loaded truck (?)
Turning radius according to the
track of the outer wheels (m)
Angle of approach (with load)
Front (deg)
Rear (deg)
Maximum speed with governor
operating, on level highway (km/hr)
Angle of ascent on hard ground with
1,950
300
12
48
25
55
full load, in first gear (deg)
Full weight of the towed trailer
(tone)
Distribution of xeight among the
20
up to 15
axles
(kliograma) (percent)
Without load, front axle
3,870
36,5
Without load, rear axle
6,730
63.5
Without load, total weight
10,600
100.0
With load, front axle
4,220
18,5
With load, rear axle
18,590
81.5
With load, total Weight
22,810
100,0
300
he
in
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r
Capacity of fuel tanks (liters)
Engine
Humber of cylinders
Disaster (stroke) of pistons (~)
Dispiacement (liters)
Compression ratio
Mazimun:horsepower
ldaximum rim
Fuel consumption (g.~e. e.ch)
grams per erg centimeter
Clutch, single disk, dry, with
driving disk d.iemeter of (ten)
Transmission
Gear ratios ~of transmission]
Two-cycle Diesel with
uniflox scavenging
6
108 x 127
6.972
16 : 1
168
2,000
Three way, five speed,
with two synchronizers
First gear
Second gear
6.17.1
3.40 . i
Third gear
Fourth gear
Fifth ge'r
Reverse gear
1.79 . .
1.00 ; 1
0.78 . 1
6.69 : 1
Transfer case
Gear ratios rof transfer cae~
Two stage, with inter-
mediate differential
Without reduction gear
1.07
1
With reduction gear
2.13
1
Main transmission
Double reduction gear
Gear ratio ~f main tran~miasion7
A,21 1
Type and number of wheels
Stamped; 10 plus 2 spares
Tires
Tire pressure (atmospheres)
12.00 x 20
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Rear wheels
Front wheels
Brakes
Inner dimensions ~f platform) (t?)
Foot brakes: shoe type,
on all wheals, pneutnatlc
drive. Handbrakes;
central, drum type
Shunt sound, four po!.e,
12 volt
24 vo'.C, 7.5 horsepower
1.2 volt. 180 am"rre hour,
(typ 6sTE 180-2 units)
Wooden, with removable
sides, universal
Length
5,770
Width
_';45G
Height
&~~
h. Operating Data
Up to i March 1949, vn experimentnl YaAZ-210 truck h:i traveled 20,000
kilometers over variou types ~f roads in ve.rious ??+eather con'itions.
The averag_ fuel comsumption in t2:is ;period was 55 l:~:ere per 100 k11o-
The truck has good dynamic ?uaiities ~.hich correaponc in every way
with those planned, but its maneuverab:.'.ity 1:: :.invited.
The truck's roadability is satisfactory, arui ?in wint??;? conditions ~t
is good. The roadability of the six-ehu~i Ya:1_210 is 1lmitsc by its great
weight (because of the limited capacity of :,crc bridges) and its great size
(making it difficult to travel along n:~rrow roads); however, in all the tests,
the trucks rtwasoihty uas better than that of the :rartime M4K ~.ack~truck.
Using the YaAZ_210 truck as a basis, models of heavy six-wheel trucks
and tractor trucks for varicus p:trpnses have been built. '
YeAZ-210A Six-Wheel Truck
The YaAZ-210:1 truck, equipped ?.rith a ?. inch and s metal platform, was built
to carry heavy, indivisible loads. t+tain differences from the basic truck are
sa follows;
The uiatferm has low, nonremovabl~ sides and a drop back. Sockets are
provided for inserting side stakes to increas^ the platform's capacity.
Inner dimensions of the platform are: length, 5,340 millimeters; width,
2,340 millimeters; height of sides. 50o millimeters; and plntrnrm area, 12.5
square meters. With the inserted side stakes, the platfoxa is suitable for
general hauling.
STAT
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Behind the cab, there is s drum-type winch with a brake. The xiach is driven
from the transfer case by a power take-off box. The main drive system of the
viach is shown is Figure 1.
The propeller shaft and the needle universal point of the GAZ-51 transmit
power to the sprocket gear shaft, which is mounted in a special support, From
the sprocket gear, power is transmitted by a chain 25 millimeters long to a
sprocket gear oa the xinch shaft. The sprocket gear shaft is made as a unit
with the viach shalt.
An au*omatic bank brake is mounted on the opposite side of the sprocket
gear, This brake stops the winch when the cable is tight and the drive ie
disconnected, The power take-off lever is in the cab, betxeen the auxiliary
transmission lever and the diifereatisl locking lever.
The winch is operated by means of the engaging lever, the brake lever,
sad the handle of the control cock of the clutch pedal located oa the winch.
The viach (Figure 3) can operate in any gear. Specifications of the viach
are: maximum tractive force, 15 tone; cable diameter, 21.5 millimeters; length
of cable, 100 meters. Maxl.mum tractive force on the cable iA limited by a
special governor which turns off the engine if the limit is exceeded.
The viach cable can be led along the floor of the platform for loading
heavy freight, or led vndor the platform tc pull the truck out of bad spots
or to haul heavy loads. The winch cable can be fed out only backward,
One spare wheel is attached to the left aide of the frame on a standard.
bracket; the other has no bracket Band ie carried on the platform.
The fuel tank is located on the right aide of the frame and has a capacity
of 225 liters, enough for a run of 410-450 kilometers. This is sufficient for
a YaAZ-210A truck intended for service within a limited area,
Distribution of xeight among the eiclea is ae follows:
Unloaded
._.~
Unloaded
~
Nith 12~y--t~o~n
~~~
With IZ-ton
Toad (~)
L_
.
Front axle
4,070
36.3
4,210
18.0
Rear axle
7,130
63.7
19,200
82.0
Total
11,200
100.0
23,410
1.00.0
Length of the YaAZ-210A ie 9,5~ millimeters (leas than the Ya.AZ-210 be-
cause of s reduction in the overhang); the width is 2,638 millimeters and the
height is 2,560 millimeters.
YaA2-210G and YaAZ-210D Tractor Trucks
Experimental models of the YsAZ-210G truck xith a ballast platform sad the
YaAZ-210D with a saddle-type mounting have been built.
The chassis of both these tractor trucks is 4,780 millimeters long, 97r
millimeters shorter than that of the YaAZ-210. Overhang of the frame from the
center of the bogie to the end of the frame side members has been reduced by 1,000
millimeters to 1,450 millimeters. The transfer case hsa been moved forw,snl 359
millimeters. The propeller shafts ertending from the transfer case to the reRr
bogie have been shortened by 611 millimeters. The rear towing cross member op
the frame has been reinforced.
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The spare wheel brecketa Lave been res~oved from the chassis and transferred
to the ballast platform on the YaAZ-2100 and to the semitrailer oa the saddle
tractor truck.
The Bear ratio of the constant gear is the nuziliary trmemieaion of the
2100 Lea been increased from 1,07 1 to 1.41 1. The standard reduction gear
has been retained, whlch gives a gear ratio of 11.6 1 is the main transmission.
1(uls:at speed is correspondingly reduced to 45 kilometers per hour in overdrive.
In the saddle tractor truck, the gear ratio of the auziliary transmission
is increased from 2.13 1 to 2.28 1 to increase the roadability of the trnek
and trailer.
The weight without load is distributed among the a:cles ae follows:
Ballast Tractor Saddle ir. actor
_Truck 210G Truck 210D
K8
~
'
~
Front aide k,080 35.4
4,090
.~'
41.0
Rear axle 7,540 64.6
5,850
59.0
Total xeight ].1,620 100.0 9,940
Dimensions (~)
100.0
Leah
7,375
7,375
xiath
2,650
2,638
Height
2,580
2,570
Aa eaelysie of the dynamic (qualities) of the tractor trucks produced these
conclnsiona:
1. The load capacity of the trailers may be set at 25 tone.
2. The saddle tractor and semitrailer combination hen better dynamic
qualities than the ballast platform truck because it has a smaller total weight
sad a greater trailer weight.
The undercarriage of the chaaais and the steering elements are not eub-
~ected to loads greater than those on the basic truck. Consequently, their
reliability sad length of service on the tractor trucks should be the aeme ae
oa the six-theel track, The engine sad transmission aggregates will carry loads
above the norms net Yor the basic truck becap,se of the increased gear ratio is
the traasmissioa. In other words, the norms for length of service of these parts
will be below the norms of the same parts oa the basic truck.
Length-of-service norms for unite of the transmission remain xithin the
limits of the norms set for the basic truck, since the coupled weight of the
tra,~tor truck does not exceed the coupled weight of the basic truck.
The YaAZ-210G ie equipped with a ballast platform with a dropping back.
The front of the platform has two recesses for the spare xheels. There are a
boom anc block for raising and lowering the wheels.
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The YaAZ-210D saddle tractor truck is equipped with a double-pivot saddle
with an automatic lock under the pivot bolt of a trailer of standard dimensions.
The height of the saddle unit above the chassis is 282 mlllimeters. The ceder
of the pivot bolt is 50 ffillimetera in front of the ceder of the rear bogie.
The diameter of the pivot plan is 50 millimeters. The guide from the rear end
of the frame to the saddle apparatus has an angle of inclination of 9 degrees.
The winch is the same es ?he: ,,..,, the nix- Baal -.; ~ The cabin ea;.
be led out onl,}r backward. The guide rollers are located on the semitrailer.
The fuel consumption when operating with a trailer and under various loads la
estimated according to calculated data and is subject to correction after ez-
perimental models are tested. Fuel consumption le as follows:
Model
Load
Ca
t
Fuel
C
t
Relative Fuel
Consumption
YeAZ-200
tona
7
litera
per
100 ton km)
5.00
100.0
YaAZ-210
12
4.58
91.5
YsAZ-2100
25
4.00
80.0
YeAZ-210D
25
3.60
72.0
Because of the great weight, length, and width of truck trains ~ractor
truck pulling a number of trailers], their maneuverability is 1lmiteA, The
truck train conformr to road-capacity limitations according to specific azle
loads (a limit of 10 ions per axle), but the Yull weight (up to 55 tons) may
prove to be an obstacle in crossing bridges of limited load capacity.
The use of truck trains with YaAZ-210G and YaAZ-210D tractor trucks may be
recommended for hauling on highways.
YeAZ-210E Dip Trunk
The design of a damp truck on a six-wheel chassis with a shortened base
and a capacity of 10 tone hoe been developed, sad as experimental. model ie being
built. The dump truck has the following specifications fox distribution oY
weight among the axles:
Without load
K~
Front axle
3,930
35
Rear axle
7,250
65
Total weight
11,180
100
With load
Front axle
4,250
20
Rear axle
17,100
80
Total weight
21,350
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The dimensions of the dump truck in millimeters, are: length, 8,1 0?
width, 2,650; height, 2,710. 3
The bucket-type platform ie made of metal, has a removable back and n
protPetive ^hield for one fourth the width of the cab, sad is designed for use
with an excavator'having a cdgacity up to 5 tone.
The internal dimensions of the platform in millimeters, are: length~4,385;
width, 2,434; height of sides, 750. The platform tilts only backyard, at an
angle of 60 degrees.
Provision is made for ertending the aides to increase the capacity of the
platform. Platform capacity xithout extended sides is 7.75 cubic meters.
With a natural eagle of slope Lof the loai.]~ the capacity of the platform is
10 cubic meters.
The hoisting mechaninm is hydraulic, two cylinder, with lever motion.
The cylinder diameter is 180 millimeters, the same sa oa the MAZ_205 dump
truck. The stroke of the rod hen been increased to 800 millimeters. The
lever mechanism has variable arms, When lifting begins, the force le ia-
crenaed by reducing speed; when an angle of 30 degrees is attained, the speed
is increased. Calculated time for reaching an angle of 60 degrees is 17
seconds.
The gear type pump and the rotary type control valve are mounted on the
same cross member as the cylinders. This makes 1t possible to make all the
pipelines stationary and of metal, and to eliminate the use of flexible hose.
The pump is driven from the power take-off box oa the lid of the auxiliary
traasmiasion (unified with the lid on the YeAZ_210A) through the propeller abaft
with two CAZ-51 universal ~ointa. Maximum angle of the propeller shaft is the
apace is 13 degrees.
The power take-off io controlled by s lever in the drivers cnb, dust as
. in the tractor truck. The hoisting mechanism is controlled by a horizontal
hand lever beside the seat. When the hand lever is parallel to the seat, it is
in the neutral position; rhea St is all the way forward, it ie in the .lifting
' position; midway betxeen these two positions is the lowering position.
The dump truck employs a transfer case with a constant gear ratio of
1.41 1 sad an auxiliary tr:insmisaion with a gear ratio of 2.28 1. Th1e
reduces the maximum speed to 45 kilometers per hour, but improves the truck~a
dynamic qualities. The dynamic factor equals 0.055 kilogram per kilogram.
Maximum angle of ascent la 24 degrees. Forward angle of approach (loaded)
is 48 degrees; rear angle ie 55 degrees,
~ppended tables and figures follow]
Model
Fuel
Load
Ftitel
Relative Fuel
Consumption
(l
t
Ca cit
Cona tion
Cona tion
i
ers per
tons
liters per
100 ~)
100 toe-km)
OAZ-~
20.5
1.5
13.65
274.0
GAZ-51
26.5
2.5
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10.60
212.0
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STAT
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STAT
Engine
Clutch
Clutch engagement
drive
Transmission
Transfer case
Propeller shafts
Rear axle
Frame
Suspension
Front axle
Wheels
Steering gear
Brakes
Electrical egit~meat
Instruments
Cab
Rear end
Platform
Total
YeAZ-200
YeA2-210
Total
_~i -
729
147
876
83.2
32
4
36
90.0
41
--
41
100.0
122
122
100.0
36
76
112
32.1
23
25
48
47.9
49
14
63
77.8
31
i2
43
72.1
75
62
137
54.7
42
--
42
loo.o
54
16
70
77.1
36
3
39
92,3
332
9
341
97.3
89
7
96
92.7
25
7
32
78.1
494
~
504 ~i~
97.6
77
21
98
78.6
50
65
115
43.5
2,399
1
RESTR
482
3 -
ICTID
2,881
83
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Table 3.
__
St~ary Angles of Propeller Shafts
Maximum Summary Angle
Static Position
Maxims Skrew of Azles
Base (mm)
5,750
4,780
5
,750
4,780
FL st axle
2? 23'
4? 33'
_
6?28'
u?57'
Second axle
13? 23'
14? 28~
18?41'
20 27'
At inter-
mediate
support
7? 25~
13? 57'
--
--
~+
Figure 1. Kinematic Diagram of YnAZ-210 and YaAZ-210A Transmissions.
A - B is a one-piece abaft. Figure indicate number oP
teeth on gears.
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