UAZ 469b-le GM 10Bolt sildade paigaldus ja offroad vedrustuse projekteerimine

Lõputöö käigus selgus, et sõidukile UAZ 469B on võimalik paigaldada originaalist erinevaid talasildasid. Antud projektile paigaldati nii hinna kui ka vastupidavuse poolest optimaalsed (GM10-Bolt) sillad. Parimaks vedrustustüübiks selle sõiduki nii esi- kui ka tagasillal osutus klassikaline nelja vardaga vedrustus, tulenevalt sellest, et tema liikuvus on kõige parem ja vardad ei hakka piirama silla liikumist. Tagasilla puhul oli võimalik saavutada geomeetria, kus puudus peaaegu täielikult parasiitroolimine. Roolimehhanismi poolest osutus parimaks pikisuunalise roolivardaga versioon, kuid seda ei olnud võimalik sellele autole paigaldada konstruktsioonilistel põhjustel. Tänu sellele tuli paigaldada klassikaline paralleelse roolivardaga süsteem, küll aga ei olnud see juhitavuse poolest parim. Vedrustus ja roolimehhanismi geomeetria töötati välja programmis Susprog3D koostöös programmiga CATIA V5R21, kuhu joonistati sisse UAZ 469 raami vajalikud osad. Lisaks sellele GM 10Bolt sillad ja ka kõik kinnitused, mis olid vajalikud sildade paigalduseks. Erinevate kronsteinide koostejoonised valmistati programmis Solid Edge ST6 Lõputöö käigus valmiva sõiduki vedrustus on küll vastupidav, kuid ei ole minimaalse kaaluga, kuna õõtshoobadena kasutatavad torud on mõõtmetelt suuremad kui optimaalsed. Tugevusarvutuste tulemusena selgus, et 2000 kg massiga sõiduki vedrustuskomponentide kinnitamiseks on sobiv 5 mm paksune teras 355 plekk. Tugevusarvutused tehti lõputöö jooksul programmis CATIA V5R21. Vedrustuse liigendite valikul osutus määravaks nende võimalikult suur liikuvus ja vastupidavus külgsuunalistele jõududele. Arvestades väljatoodud omadusi, valiti tavapäraste pukside asemel kuulliigendid. Arvutused näitasid, et piisava tugevusvaru annavad just M18x1,5 liigendid, kuna nende külgsuunalise jõu taluvus on piisav, pikisuunas oleksid vastu pidanud tunduvalt väiksemate mõõtmetega liigendid. Lõputöö käigus vaja olnud kronsteinid lõigati välja laserlõikuspingis. Treimist ja keevitamist vajavad detailid valmistati Tallinna Lasnamäe Mehaanikakoolis. Lõputöös kirjeldatav projekt valmib nimetatud kooliga koostöös, andes sealsetele õpilastele võimaluse praktilist õpet läbi viia.

During the thesis it turned out that it is possible to install axles different from originals to vehicle UAZ 469B. Axles that were both optimal on price and durability (GM10 Bolt) were installed on this project. Best type of suspension on this vehicle’s front and rear axle turned out to be the classic 4-link suspension, due to the fact that its portability is the best and links will not restrict the movement of the axle. In case of rear suspension it was possible to achieve a geometry in which there was virtually no bump steer. Longitudinal road version of the steering geometry turned out to be the best option in terms of steering mechanism, but due to design reasons it was not possible to install it. Because of this, classic lateral drag link had to be installed, even though it was not the best alternative in terms of handling. Suspension and steering geometry were developed in collaboration with the programs CATIA V5R21 and Susprog3D, in which UAZ 469 frame with its necessary parts were drawn in. In addition to that, GM 10Bolt axles, as well as all the mounts that were necessary for the installation of axles. Exploded diagrams and drafts were plotted in Solid Edge ST6. Vehicle which was built during the thesis has indeed durable suspension components, but not minimum weight as material used in link pipes is over dimensioned. Strength calculations showed that 5 mm thick steel 355 sheet metal is suitable for fixing suspension components in the vehicle with total mass of 2000 kg. During the thesis strength calculations were made with program CATIA V5R21. Determining factors in the choice of suspension joints were their high flexibility and lateral resistance. Calculations showed that M18x1.5 joints will give an adequate strength level, because they have a sufficient resistance to the lateral force, although in the longitudinal direction joints with much smaller dimensions would have withstood. The mounts required in construction were cut by laser cutting machines. Details that needed turning and welding were prepared in Tallinn Lasnamäe School of Mechanics. The project will be completed in collaboration with the aforementioned school giving students the opportunity for practical training.