China supplier Hub Assembly 515020 for Ford, Yc35-2b513ba wholesaler

Product Description

Contact: Joanna Xuan   

Wheel Hub Bearing for CZPT Excursion, F-250, F-350.515571, YC35-2B513BA
1. Product Description:
(1). Part Number: 515571, YC35-2B513BA
(2). Application:
Ford Excursion 2
MB29 0571

For more information please send your specific inquiry or OEM part No. To us, and we will reply you without delay!

Our bearing,hub assembly,and kits as following:

6 FC-FD-1006 VKBA3450 GALAXY
7 FC-FD-1007 VKBA1480 MONDEO
8 FC-FD-1008 VKBA3449 GALAXY
14 FC-FD-1014 VKBA3432 SCORPIO 
15 FC-FD-1015 VKBA1478 SCORPIO 
16 FC-FD-1016 VKBA1467 TRANSIT
17 FC-FD-1017 VKBA1466 TRANSIT
18 FC-FD-1018 VKBA1455 FIESTA
19 FC-FD-1019 VKBA1433 SCORPIO 
24 FC-FD-1571 VKBA897 SIERRA
25 FC-FD-1571 VKBA898 SIERRA
26 FC-FD-1026 VKBA741 P 100,SIERRA
27 FC-FD-1571 VKBA740 P 100,SIERRA
29 FC-FD-1571 VKBA3485 SCORPIO 
30 FC-FD-1030 3M8Z-1215A         AU0801-3LLX/L588 FUSION,PROBE
31 FC-FD-1031 510056               6S4Z-1215A FOCUS
32 FC-FD-1032 7T4Z-1215B        DAC4584W-1CS81 EDGE
33 FC-FD-1033 E3EC-1215AA        39BWD03 ESCORT/EXP,TEMPO
34 FC-FD-1034 513058                4T-CRI-0821 MUSTANG, TAURUS
35 FC-FD-1035 51571          BAHB633966 CONTOUR ,ESCAPE
36 FC-FD-1036 1 644 842 ESCORT,FIESTA,ORION
37 FC-FD-1037 5 571 622  MONDEO 
38 FC-FD-1038 3 903 036 ESCORT ,FIESTA 
39 FC-FD-1039 5 571 621 MONDEO 
40 FC-FD-1040 518503 ESCORT,TEMPO
41 FC-FD-1041 525710 TAURUS
42 FC-FD-2001 512571  CONTOUR
43 FC-FD-2002 F8AC-2B663AB        513202 CROWN VICTORIA
44 FC-FD-2003 513115              1R3Z-1104AA  MUSTANG
45 FC-FD-2004 513104               F2AZ-1104A CROWN VICTORIA
46 FC-FD-2005 F1SC-2B633AA        513092 THUNDERBIRD
47 FC-FD-2006 513077 THUNDERBIRD
48 FC-FD-2007 513076 THUNDERBIRD
49 FC-FD-2008 513030 ESCORT,ESCORT/EXP
50 FC-FD-2009 512164 TAURUS
51 FC-FD-2571 512163 TAURUS
52 FC-FD-2011 512162 TAURUS
53 FC-FD-2012 512161  ESCORT
54 FC-FD-2013 512149 WINDSTAR
55 FC-FD-2014 512119 PROBE
56 FC-FD-2015 512118 PROBE
57 FC-FD-2016 512107 TAURUS
58 FC-FD-2017 512106 TAURUS
59 FC-FD-2018 512105 TAURUS
60 FC-FD-2019 7 346 525  MONDEO 
61 FC-FD-2571 6M51-2C300-AC FOCUS
62 FC-FD-3001 6M51-2C299-AA FOCUS
63 FC-FD-3002 VKBA 1484 MONDEO
64 FC-FD-3003 513100 TAURUS 
65 FC-FD-3004 513156 WINDSTAR
66 FC-FD-3005 513167 THUNDERBIRD
67 FC-FD-3006 513196 CROWN VICTORIA
68 FC-FD-3007 515000 AEROSTAR
69 FC-FD-3008 515003 EXPLORER 
70 FC-FD-3009 515004 EXPEDITION
71 FC-FD-3571 515571 F150 PICKUP
72 FC-FD-3011 515013 RANGER PICKUP
73 FC-FD-3012 515014 RANGER PICKUP
74 FC-FD-3013 515017 F150 PICKUP
75 FC-FD-3014 515571 EXCURSION
76 FC-FD-3015 515571 SUPER DUTY
77 FC-FD-3016 515571 SUPER DUTY,PICKUP
78 FC-FD-3017 515571 SUPER DUTY
79 FC-FD-3018 515026 RANGER PICKUP
80 FC-FD-3019 515571 RANGER PICKUP
81 FC-FD-3571 515571 PICKUP
82 FC-FD-3571 515571 PICKUP
83 FC-FD-3571 515030 SUPER DUTY,PICKUP
84 FC-FD-3571 515031 EXPEDITION
85 FC-FD-3571 515056 FORD
86 FC-FD-3571 515081 FORD
87 FC-FD-3026 515082 FORD

How to Calculate Stiffness, Centering Force, Wear and Fatigue Failure of Spline Couplings

There are various types of spline couplings. These couplings have several important properties. These properties are: Stiffness, Involute splines, Misalignment, Wear and fatigue failure. To understand how these characteristics relate to spline couplings, read this article. It will give you the necessary knowledge to determine which type of coupling best suits your needs. Keeping in mind that spline couplings are usually spherical in shape, they are made of steel.

Involute splines

An effective side interference condition minimizes gear misalignment. When 2 splines are coupled with no spline misalignment, the maximum tensile root stress shifts to the left by 5 mm. A linear lead variation, which results from multiple connections along the length of the spline contact, increases the effective clearance or interference by a given percentage. This type of misalignment is undesirable for coupling high-speed equipment.
Involute splines are often used in gearboxes. These splines transmit high torque, and are better able to distribute load among multiple teeth throughout the coupling circumference. The involute profile and lead errors are related to the spacing between spline teeth and keyways. For coupling applications, industry practices use splines with 25 to 50-percent of spline teeth engaged. This load distribution is more uniform than that of conventional single-key couplings.
To determine the optimal tooth engagement for an involved spline coupling, Xiangzhen Xue and colleagues used a computer model to simulate the stress applied to the splines. The results from this study showed that a “permissible” Ruiz parameter should be used in coupling. By predicting the amount of wear and tear on a crowned spline, the researchers could accurately predict how much damage the components will sustain during the coupling process.
There are several ways to determine the optimal pressure angle for an involute spline. Involute splines are commonly measured using a pressure angle of 30 degrees. Similar to gears, involute splines are typically tested through a measurement over pins. This involves inserting specific-sized wires between gear teeth and measuring the distance between them. This method can tell whether the gear has a proper tooth profile.
The spline system shown in Figure 1 illustrates a vibration model. This simulation allows the user to understand how involute splines are used in coupling. The vibration model shows 4 concentrated mass blocks that represent the prime mover, the internal spline, and the load. It is important to note that the meshing deformation function represents the forces acting on these 3 components.

Stiffness of coupling

The calculation of stiffness of a spline coupling involves the measurement of its tooth engagement. In the following, we analyze the stiffness of a spline coupling with various types of teeth using 2 different methods. Direct inversion and blockwise inversion both reduce CPU time for stiffness calculation. However, they require evaluation submatrices. Here, we discuss the differences between these 2 methods.
The analytical model for spline couplings is derived in the second section. In the third section, the calculation process is explained in detail. We then validate this model against the FE method. Finally, we discuss the influence of stiffness nonlinearity on the rotor dynamics. Finally, we discuss the advantages and disadvantages of each method. We present a simple yet effective method for estimating the lateral stiffness of spline couplings.
The numerical calculation of the spline coupling is based on the semi-analytical spline load distribution model. This method involves refined contact grids and updating the compliance matrix at each iteration. Hence, it consumes significant computational time. Further, it is difficult to apply this method to the dynamic analysis of a rotor. This method has its own limitations and should be used only when the spline coupling is fully investigated.
The meshing force is the force generated by a misaligned spline coupling. It is related to the spline thickness and the transmitting torque of the rotor. The meshing force is also related to the dynamic vibration displacement. The result obtained from the meshing force analysis is given in Figures 7, 8, and 9.
The analysis presented in this paper aims to investigate the stiffness of spline couplings with a misaligned spline. Although the results of previous studies were accurate, some issues remained. For example, the misalignment of the spline may cause contact damages. The aim of this article is to investigate the problems associated with misaligned spline couplings and propose an analytical approach for estimating the contact pressure in a spline connection. We also compare our results to those obtained by pure numerical approaches.


To determine the centering force, the effective pressure angle must be known. Using the effective pressure angle, the centering force is calculated based on the maximum axial and radial loads and updated Dudley misalignment factors. The centering force is the maximum axial force that can be transmitted by friction. Several published misalignment factors are also included in the calculation. A new method is presented in this paper that considers the cam effect in the normal force.
In this new method, the stiffness along the spline joint can be integrated to obtain a global stiffness that is applicable to torsional vibration analysis. The stiffness of bearings can also be calculated at given levels of misalignment, allowing for accurate estimation of bearing dimensions. It is advisable to check the stiffness of bearings at all times to ensure that they are properly sized and aligned.
A misalignment in a spline coupling can result in wear or even failure. This is caused by an incorrectly aligned pitch profile. This problem is often overlooked, as the teeth are in contact throughout the involute profile. This causes the load to not be evenly distributed along the contact line. Consequently, it is important to consider the effect of misalignment on the contact force on the teeth of the spline coupling.
The centre of the male spline in Figure 2 is superposed on the female spline. The alignment meshing distances are also identical. Hence, the meshing force curves will change according to the dynamic vibration displacement. It is necessary to know the parameters of a spline coupling before implementing it. In this paper, the model for misalignment is presented for spline couplings and the related parameters.
Using a self-made spline coupling test rig, the effects of misalignment on a spline coupling are studied. In contrast to the typical spline coupling, misalignment in a spline coupling causes fretting wear at a specific position on the tooth surface. This is a leading cause of failure in these types of couplings.

Wear and fatigue failure

The failure of a spline coupling due to wear and fatigue is determined by the first occurrence of tooth wear and shaft misalignment. Standard design methods do not account for wear damage and assess the fatigue life with big approximations. Experimental investigations have been conducted to assess wear and fatigue damage in spline couplings. The tests were conducted on a dedicated test rig and special device connected to a standard fatigue machine. The working parameters such as torque, misalignment angle, and axial distance have been varied in order to measure fatigue damage. Over dimensioning has also been assessed.
During fatigue and wear, mechanical sliding takes place between the external and internal splines and results in catastrophic failure. The lack of literature on the wear and fatigue of spline couplings in aero-engines may be due to the lack of data on the coupling’s application. Wear and fatigue failure in splines depends on a number of factors, including the material pair, geometry, and lubrication conditions.
The analysis of spline couplings shows that over-dimensioning is common and leads to different damages in the system. Some of the major damages are wear, fretting, corrosion, and teeth fatigue. Noise problems have also been observed in industrial settings. However, it is difficult to evaluate the contact behavior of spline couplings, and numerical simulations are often hampered by the use of specific codes and the boundary element method.
The failure of a spline gear coupling was caused by fatigue, and the fracture initiated at the bottom corner radius of the keyway. The keyway and splines had been overloaded beyond their yield strength, and significant yielding was observed in the spline gear teeth. A fracture ring of non-standard alloy steel exhibited a sharp corner radius, which was a significant stress raiser.
Several components were studied to determine their life span. These components include the spline shaft, the sealing bolt, and the graphite ring. Each of these components has its own set of design parameters. However, there are similarities in the distributions of these components. Wear and fatigue failure of spline couplings can be attributed to a combination of the 3 factors. A failure mode is often defined as a non-linear distribution of stresses and strains.

China supplier Hub Assembly 515020 for Ford, Yc35-2b513ba     wholesaler China supplier Hub Assembly 515020 for Ford, Yc35-2b513ba     wholesaler