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Half-track snowmobile GMV-2. Personal transport

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The construction of any homemade apparatus - whether it be a car, a snowmobile or even an airplane - always begins with a dream. Dreams of a capable and purposeful person. Despite the popular belief that homemade products are built from lack of money, the real motive is the creative grain and the desire for self-expression. In addition, active people are annoyed by the way in our country they mismanage and destroy machines and equipment that are still suitable for further use. Why not give them a second life?

So it was this time. The idea of ​​​​creating a large snowmobile GMV-2 came up in 1970 to Mikhail Gundrin, a 39-year-old Orenburger who then worked at the Kumertau Machine-Building Plant as the head of the central measuring laboratory. The name of this design is deciphered simply - the initials of the surname and names: his and his son Vsevolod. But why with index "2"? Because at that time Mikhail Filippovich already had experience in building such a machine, which he considered a trial model on the way to his main brainchild.

The first snowmobile was built in 1968 - 1969 and was a small two-seater with four skis and one drive track located in the rear in the middle. The overall dimensions of the sample, let's call it GMV-1, were 5x2x1,7 (length, width, height) meters. The power unit was used from the ZAZ-966 car. From it, the torque was transmitted through the driveline to the sprockets attached to the flanges of the shortened axle shafts of the rear axle, and from them, through chains, to the drive sprockets of the original track block.

The steering is used from the Serpukhov sidecar SZA. The body was made of aluminum and was similar in design to a small truck. Despite the outward simplicity of the GMV-1, it contained the main technical ideas that were transferred to the second model, such as: the main scheme -4 skis and a central caterpillar; rear longitudinal arrangement of the motor; shortened automobile rear axle with double-sided chain drive for caterpillar drive, ski design.

Since 1970, work began on the creation of a new model of the all-terrain vehicle -GM V-2.

A more powerful ZMZ-451M gasoline engine, interlocked with the gearbox of a GAZ-21 car, was chosen as the power unit. This motor was installed on a UAZ-469 car and had a number of valuable qualities: high torque at low speeds, maintainability, prevalence, the ability to refuel with both A-76 and A-72 gasoline. From the gearbox, the torque is transmitted by a short cardan shaft from the GAZ-69 to the shortened rear axle of the UAZ-451 (GAZ-69). Further, through two sprockets fixed on the flanges of the axle shafts, the torque is transmitted by chains to the sprockets of the caterpillar drive.

Dry single-disk clutch with mechanical and hydraulic drive and gearbox - from the car GAZ-21 "Volga".

The entire snowmobile was mounted on a tubular steel frame of the original design. It consists of pipes of various diameters (20 - 60 mm) with reinforcement at the points of fastening of the caterpillar and trapezoid of the rear hydraulic cylinders with additional corners. Overall, the frame is simple and measures approximately 4500x1200mm (length x width).

But, perhaps, the most eye-catching part of this snowmobile is its hull - this is the forward fuselage of the decommissioned Il-28U front-line training bomber. At the same time, like most of his brothers, he was in good condition, quite suitable for further use.

Snowmobile GMV-2 (click to enlarge): 1 - cockpit (forward fuselage of Il-28U aircraft); 2 - wing of the entrance hatch (2 pcs.); 3 - rack-ladder; 4 - caterpillar mover; 5 - drive chain of the mover; 6 - hydraulic lift for adjusting the position of the rear supports relative to the mover (2 pcs.); 7 - triangular rear suspension arm (2 pcs.); 8 - spring depreciation of the front end of the caterpillar mover; 9 - supporting rear ski (2 pcs.); 10 - controlled front ski (2 pcs.); 11 - front suspension (from the Zhiguli car, 2 pcs.); 12 - apron (from the GAZ-52 car); 13 - driving light (from a GAZ-52,2 car); 14 - front lamp of position and turning lights (from a GAZ-52,2 car); 15 - front searchlight (2 pcs.); 16 - rear searchlight; 17 - engine compartment door; 18 - retroreflector (2 pcs.); 19 - rear lamp of position, turning lights and brake light (2 pcs.)

Prototype of the GMV-2 snowmobile

Frame: 1 - spar (pipe Ø50,2 pcs.); 2 - ridge (pipe Ø40); 3 - front arc (pipe Ø40); 4 - cross member of the front arc (pipe Ø40); 5 - brace (pipe Ø40,2 pcs.); 6 - rear arc; 7 - side of the propulsion niche (pipe Ø40,2 pcs.); 8 - suspension (pipe Ø40, 3 pcs.); 9 - propeller attachment console (pipe Ø40, 2 pcs.)

Caterpillar mover (click to enlarge): 1 - caterpillar (conveyor belt 315x13); 2 - track-snow hook (steel sheet s2,5, set - along the entire length of the caterpillar); 3 - roller long-link chain t = 44,45 with restrictive corners along the entire length of the caterpillar; 4 - caterpillar drive star (z=33, t=44,45) with a pair of sprockets; 5 - supporting-tensioning caterpillar sprocket (2 pcs.); 6 - bracket for fastening the caterpillar mover to the frame; 7 - caterpillar drive frame (pipe Ø80, 2 pcs.); 8 - spacer caterpillar star (z=33, t=44,45); 9 - track roller (3 pcs.); 10 - support-tension sprocket (2 pcs.); 11 - frame mold (pipe Ø30, 4 pcs.); 12 - drive shaft of a caterpillar mover with a pair of sprockets; 13 - drive chain

Caterpillar drive

Ski: 1 - skid (stainless steel, sheet s2); 2 - ridge (steel pipe Ø65, cut in half lengthwise); 3 - arc (steel pipe Ø40); 4 - arc brace (steel pipe Ø30); 5 - scarf (steel sheet s2, 3 pcs.)

Ski

The Il-28U aircraft was produced since 1950 and was in service until 1980.

M.F. Gundrin bought one fuselage of the aircraft. Having cut off the bow from it, he began to adapt it to his snowmobile as a cabin. To do this, I had to change it a little. First of all, the upper superstructure was removed - the instructor's protruding lantern - it was no longer needed. Next, the bottom of the fuselage was cut off to install it on the frame. At the rear of the snowmobile, where the engine was supposed to be, a general narrowing of the fuselage to the center line was made. Inside the former fuselage, a cabin was equipped for four people (a driver and three passengers) and a compartment for transporting up to 400 kg of cargo. Instead of an aircraft dashboard, I placed a panel with two round instruments and several necessary indicators from the Pobeda car.

The frame of the snowmobile is of a rather complex configuration, welded, made of steel pipes of various diameters.

The snowmobile is controlled with the help of a steering mechanism and a steering gear from the Zhiguli through a small steering wheel from the SZA motorized carriage. The front skis are steerable (or the wheels, depending on the modification).

The original gearshift drive is the gearbox. On the GAZ-21 car, the engine was in front, the gear lever was located on the steering wheel and, through the rods, switched gears directly in the box. Now the gearbox was located not in front of the driver, but 2,5 meters behind, in the engine compartment. A logical decision: leave the aircraft wing mechanization control drive! Under the right hand there is a parking brake lever and a control lever for the hydraulic lifting mechanism of the rear supports (skis or wheels) in 3 positions. Otherwise, the control is carried out as on a conventional car: the usual three pedals (gas, brake, clutch). Starting the engine - from the ignition switch GAZ-21.

Since the car was intended mainly for winter operation, a powerful autonomous diesel-fueled heating system was installed in the cabin, with two radiators under the instrument panel, at the feet of the front crew members. The fuel tank for the heater is located in the engine compartment and holds 27 liters. Hot air from the heater can be directed through a special one and a half meter sleeve to any part of the cabin, as well as through a hole in the partition - to the engine, to warm it up before starting in the cold. The motor can also be heated with an electric heating element embedded in the engine oil pan.

Embarkation and disembarkation of the driver and passengers were carried out through a hatch in the roof from the left side along a special ladder, which was removed after landing with a cable from the driver's seat. Also in the roof on the right side was provided a lockable escape hatch from the inside - for emergency leaving the car. Another emergency hatch in the floor was also worked out, but it was never cut through.

On virgin snow, the car was quite comfortable. To a large extent, this was facilitated by an independent front suspension, borrowed along with the front subframe from the VAZ-2101 production car. In the 1930s-50s, depreciation was carried out on snowmobiles due to non-rigidity

body elements or by installing shock-absorbing elements - springs, springs, hydraulic shock absorbers between the body and the suspension of the ski.

Virgin snow is considered to be a smoother and softer surface than the road, it needs less depreciation. The car's suspension was installed with an eye to road conversion.

Aircraft-type chassis racks were attached to the steering knuckles of the Zhiguli (initially, only for mounting skis). In the original version, the width at the edges of the front skis was 2 meters, and at the rear - 2,4 meters, but later, in order to reduce resistance to movement, the width became the same - 2,4 meters. At the same time, the possibility of turning the wheels was also preserved.

Snowmobile skis are made of stainless steel sheet. This material is difficult to process, but it has a large margin of safety and excellent resistance to corrosion. By design, all skis are the same, open, almost flat. To increase strength, they are reinforced with a welded longitudinal (spinal) pipe and edged along the perimeter from above with a steel tube. The edges of the ski are tucked in, and two rolled grooves are made along their entire length on both sides. The front ends of the skis are equipped with cables with springs that prevent them from being buried in the snow. Ski size 1,9x0,26 meters.

The main mover of the all-terrain vehicle is the caterpillar block. It is located at the rear of the machine in the middle and is rigidly attached to the frame. The caterpillar mover has an original design and consists of a drive sprocket, an idler with a pair of springs (on both sides), three pairs of road wheels and two pairs of support rollers. The front shoulder of the caterpillar is equipped with a pair of spring shock absorbers. The intermediate mechanism, located on the axis of the balancing suspension with the possibility of free rotation, is made in the form of a block of sprockets connected by chains with the power plant and the drive wheel of the caterpillar mover. The caterpillar itself consists of a 10 mm thick rubber web with transverse metal snow tracks screwed to it along the entire length. The caterpillar mover is protected by a patent, and it is not possible to give a detailed drawing, so we present only its diagram and photograph.

For the installation of lighting equipment, the original idea of ​​​​using parts of the front apron of the early GAZ-52 was implemented. The fenders were neatly trimmed, and the radiator grill, having lost its central part, was connected at the edges. It turned out very funny. That's just the lighting, namely the dimensions and turns, contrary to the rules, are no longer located on the sides of the car. But it was useless - after all, he was conceived as a conqueror of virgin snow, but there was no oncoming traffic, and there were enough headlights with taillights. But it was certainly impossible to do without a searchlight in a snowy blizzard and a dark night, so there are three of them on the snowmobile: two rotary 100-watt searchlights (search lights) stand above the cabin, illuminating the path in the direction of travel, and one in the aft for lights behind the snowmobile.

The idea of ​​​​raising and lowering the rear skis can be recognized as original. The process is carried out from the driver's seat. The main hydraulic cylinder creates pressure, which is transmitted to two small cylinders at the edges of the engine compartment. Those, in turn, raise or lower the trapezoidal rear suspension arms with skis attached to them. The purpose of this mechanism is to increase the patency and maneuverability of the machine. And this is achieved by regulating the specific pressure under the caterpillar (or drive wheel) in the range from 0,01 MPa to

0,04 MPa with the help of the hydraulic propulsion system in deep snow or muddy soil, creating maximum traction force at optimal specific pressure. Due to the splined connections of the axes of the supports (rear and front) in the parking lot of the snowmobile, you can additionally change the ground clearance.

Ski option:

a) front suspension - from 185 to 490 mm;

b) rear suspension - from 205 to 540 mm.

Wheel travel:

a) front suspension - from 173 to 450 mm;

b) rear suspension - from 190 to 465 mm.

Depending on weather conditions and operation, the machine can be manufactured in the following versions:

1. snowmobile - on four skis (two front ones - controlled) and with a caterpillar drive. Speed ​​- up to 70 km / h;

2. all-terrain vehicle - on four supporting pneumatic wheels (two front ones - controlled) and with a pneumatic wheel propulsion unit. Speed ​​- up to 80 km / h.

As a snowmobile, the car was built by 1985 and that year was able to cover its first kilometers in the snow. It would seem that the dream has come true, but as is often the case with creative people, they cannot stop and continue to improve their offspring. So Mikhail Filippovich continued to improve his snowmobile, planning to make it a universal machine, suitable for public roads, when installing wheels instead of skis.

This idea began to be included in the terms of reference for the design and production of serial post-war snowmobiles "North-2" and Ka-30. But the propeller diameter turned out to be too large - 2,93 and 2,73 meters, respectively. And after the USSR signed the Vienna Convention on Road Traffic of 1968, which establishes a vehicle width of no more than 2,5 meters, the roads were closed for them, as well as for a number of interesting and advanced domestic cars (such as, for example, for an intercity bus ZIL-127). There was another restriction for snowmobiles, they were forbidden to move with a rotating propeller in populated areas. Both that and the other ban did not apply to the GMV-2 snowmobile, it had a width of 2,4 meters on skis and did not have a propeller, as it was driven by a caterpillar. Therefore, the old idea became quite logical after the completion of the main part of the work. It would seem that it’s easier - take off the ski and install the wheel on the axle, only the racks are aircraft, and you can’t put car disks on them. Modify racks? Or... install airplane wheels.

So the snowmobile received brand new wheels with collapsible magnesium disks, rubber and VR600-00 drum brakes made of light and durable alloys with a hydraulic drive of the Czechoslovak production "Vagit" with a dimension of 600x180 from the L-29 training aircraft. The brakes are able to work effectively up to a speed of 165 km/h, stopping a multi-ton aircraft. And this was quite enough: according to calculations, the speed of a snowmobile on wheels should not exceed 100 km / h, and its weight should not exceed 1 ton. The place of a complex and heavy caterpillar was taken by one central drive wheel from the Tu-134 aircraft measuring 930x305 mm and weighing not 350, but only 37 kg, and without a brake. To improve the adhesion of the drive wheel to the dirt road in the off-season, it was planned to install anti-skid chains on it. Direct replacement of steered skis with wheels eliminated their rotation. Therefore, extension shafts were placed in front.

I also had to work with lighting equipment: you can’t do without signal lights on the road. For this, fenders were installed above the steered wheels, on which the blocks of “gauge-turn” lamps were located in front and also brake lights in the rear, as well as triangular reflectors on the rear wall of the body.

So the main tasks of seasonal conversion of a snowmobile into a car were solved. Search solutions and implementation of this ambitious task took another 5 years. And finally, on September 19, 1990, the GMV-2 snowmobile successfully passed all the tests and received the conclusion of the control and technical commission, after which it was registered with the traffic police and received state numbers. And already on October 10, 1990, he received the conclusion of the VOIR (All-Union Society of Inventors and Innovators) with an assessment of the car at 30 rubles and was insured in the State Insurance for this amount. So the snowmobile received an official residence permit in Orenburg and became a full member of the road.

When designing a snowmobile, M.F. Gundrin and his son V.M. Gundrin used 200 finished products from airplanes, helicopters and other decommissioned aviation equipment. The collapse of the USSR, permission for entrepreneurial activity and trade, the creation of numerous joint-stock companies and joint ventures opened up new opportunities for promoting the ideas of the Gundrins and creating a series of machines similar to his snowmobile.

Snowmobile Specifications:

• Length, m............4,9*
• Width, m............2,4*
• Height, m................. ....2,1*
• Engine............ZMZ-451M**
• Power, h.p............72 h.p.
• Outer overall turning radius, m .................. 6,5
• Braking distance at a speed of 40 km / h, m .................. 8 (wheel version)
• Ground clearance, mm.................400 -600***
• Weight, kg: unloaded .............. 1200
• trailer.................900
• Maximum speed, km / h: on wheels .................. 80
• on skis.................70
• Climbability, %..................58
• The volume of two gas tanks, l .............. 150
• The volume of the tank with diesel fuel, l ........... 27
• Fuel consumption per 100 km, l ....... 15,5

*By ski. On wheels - 4,72 m, 2,22 m and 2 m, respectively.

**'Maximum torque - 17 kgcm at 2000 rpm.

***Variable according to road conditions

First of all, in the conditions of the market, it was necessary to secure the invention, which he did. Back in 1989, an application was filed for the invention "Half-tracked all-terrain vehicle", and in 1992 already for the industrial design "Snowmobile cargo". The cargo version was obtained by cutting a few meters further to the tail of the fuselage of the same aircraft. This made it possible to manufacture snowmobiles with a passenger capacity of up to 10 people without major alterations in the design.

Snowmobile engine compartment

Rods left over from the aircraft and used to operate the clutch and gearbox

Kinematic diagram of the snowmobile transmission (click to enlarge): 1 - power unit with clutch basket and gearbox (GAZ-21); 2 - cardan shaft (GAZ-21, shortened); 3 - main gear (from GAZ-69); 4 - axle shafts (from GAZ-69, shortened); 5 - rear axle sprocket (t=19,05, z=44, 2 pcs.); 6 - chain (t=19,05, 2 pieces); 7 - outer sprocket of the drive shaft of the caterpillar mover (t=19,05, z=16, 2 pcs.); 8 - drive shaft of the caterpillar mover; 9 - inner sprocket of the drive shaft of the caterpillar mover (t=19,05, z=12,2 pieces); 10 - caterpillar chain (t = 19,5, 2 pcs.); 11 - sprocket of the caterpillar drive gear (t=19,05, z=12, 2 pcs.); 12 - caterpillar drive gear (t=42, z=33); 13 - axis of the drive gear and caterpillar sprockets; 14 - caterpillar

Part of the snowmobile cab (driver and passenger seat)

The layout of the snowmobile: 1 - driver's seat; 2 - seat of the front navigator (passenger); 3 - passenger seat (2 pcs.); 4 - partition; 5 - power unit; 6 - rear transmission axle; 7 - hydraulic lift of the supporting ski or wheel (2 pcs.); 8 - steering

M. and V. Gundrin's car in a wheeled version

Wheeled variant (snowmobile converted to all-terrain vehicle)

The next step was to attract a sponsor and search for a contractor capable of setting up small-scale production of the GMV-2. The stage of "great correspondence" began in 1989, with the first demonstration of his invention at the VOIR exhibition, held in Orenburg from October 5 to October 9, 1989, where he received many flattering reviews from ordinary technology lovers and specialists. However, the manufacturers were in no hurry to put the design on stream. About a dozen production associations and factories during this time abandoned production for various reasons. It was possible to agree only in May 1991 with a small individual enterprise "Tiflon" from the city of Orenburg. Under the contract, the company undertook to supply components, provide production space, inventory, as well as funds for advertising and production of technical documentation. To ensure the start of work, 40 forward fuselages of the Il-28U were purchased at the airfield. However, after August 1991, everyone was not up to the snowmobile. The money was spent, and Tiflon closed the project. Already purchased 40 fuselages were scrapped. Further searches and searches for sponsors were unsuccessful, and for a long 15 years the snowmobile simply stood under a canopy in the courtyard of a house on the outskirts of Orenburg.

At the end of August 2011, enthusiasts of the preservation of retro technology found out about the snowmobile and delivered it to Moscow to participate in the exhibition "They built a car", dedicated to home-made cars of the Soviet period, at the exhibition "Ilya Sorokin's Oldtimer Gallery", held in September 2011 at the Crocus exhibition complex -City. After the exhibition, the unique snowmobile took its place in the Military Technical Museum in Chernogolovka, Moscow Region.

Author: A.Lazarev

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