Product Description
Black CZPT in Bulk Landing Gear 13ton Trailer Axle
Company introduction:
ZheJiang CZPT Co.,Ltd is 1 of the major manufacturers specializing in the production of trailer axles.
Our company has high technological background, sophisticated manufacturing technology, advances detection means, perfect quality assurance system. It is a specialized manufacturer integrating scientific research, design, production and sales.
The production of “FUSAI” trailer axles passed the national authoritative department detection. The fatigue life is up to 1,500,000 times without damage-more than 3 times above the national standard, which is in the leading domestic level, and reach or exceed the international standards. Our products are popular not only in domestic markets, but all over the world. Since the products are designed and optimized by computer, they have reasonable structure, good braking performance, high strength and rigidity, strong bearing capacity, long service life, good service, trusted by the users.
“FUSAI” brand Fuwa style trailer axle
1.CZPT spindle design which is the widely used in the industry with proven performance
2.Low-alloy machined spindles, friction welded seamlessly, and overall heat treating process
3.Axle stubs and brake hubs are all CZPT forging, ensure they are more powerful and better steady
4.Special clone-shape design on the axle-shoulders, lessening stress concentration and enhancing anti-fatigue performance
5.Unique design on axle stubs (with a precise declination angel at both ends) to minimize tire wear
6.National and industry standard compliant set components
7.National Automobile Monitor and Inspection Center certified axle shaft that undergoes over 1.2 million times of Fatigue testing and built to meet or exceed national industry standards.
Specifications:
| Axle Type | Bearings | Max. Capacity (T) |
Brake (mm) |
Track (mm) |
Center Distance Of Brake Chamber (mm) |
Axle Tube (mm) |
Stud |
PCD (mm) |
Hole Diameter (mm) |
Total Length (mm) |
Weight (kg) |
| FS- 2001 |
HM212049/10 HM218248/10 |
11 | 420*180 | 1850 | 410 | Φ127*16 | 10*M22*1.5ISO | 285.75 | 221 | 2185 | 363 |
| FS- 2002 |
HM212049/10 HM218248/10 |
11 | 420*180 | 1850 | 400 | Φ127*16 | 10*M20*1.5ISO | 335 | 281 | 2185 | 350 |
| FS- 2003 |
HM518445/10 HM518445/10 |
12 | 420*180 | 1820 | 368 | Φ127*16 127*127*16 |
10*M22*1.5ISO | 335 | 281 | 2165 | 361 |
| FS- 2004 |
HM518445/10 HM518445/10 |
12 | 420*180 | 1820 | 368 | Φ127*16 127*127*16 |
10*M20*1.5JIS | 285.75 | 221 | 2165 | 347 |
| FS- 2401 |
HM518445/10 HM518445/10 |
13 | 420*180 | 1840 | 388 | 150*150*12 | 10*M22*1.5ISO | 335 | 281 | 2185 | 363 |
| FS- 2402 |
HM518445/10 HM518445/10 |
13 | 420*180 | 1840 | 388 | 150*150*12 | 10*M20*1.5JIS | 285.75 | 221 | 2185 | 350 |
| FS- 2403 |
HM518445/10 HM518445/10 |
13 | 420*180 | 1840 | 388 | 150*150*12 | 8*M20*1.5JIS | 285 | 221 | 2185 | 365 |
| FS- 2404 |
HM518445/10 HM518445/10 |
16 | 420*220 | 1840 | 354 | 150*150*16 | 8*M22*1.5ISO | 335 | 281 | 2185 | 421 |
Attention:
1. Optional track length available.
2. Optional ABS and automatic slack adjuster available.
3. All the components are in common use of Fuwa.
4. Rights of changing product’s design and specification are reserved.
More products and information, please refer to our website: sdfhcq
ZheJiang CZPT Co.,Ltd
Sales manager: Norton Hu
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| After-sales Service: | Available |
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| Warranty: | 1 Year |
| Type: | Axle |
| Customization: |
Available
| Customized Request |
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.shipping-cost-tm .tm-status-off{background: none;padding:0;color: #1470cc}
| Shipping Cost:
Estimated freight per unit. |
about shipping cost and estimated delivery time. |
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| Payment Method: |
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Initial Payment Full Payment |
| Currency: | US$ |
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| Return&refunds: | You can apply for a refund up to 30 days after receipt of the products. |
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What are the safety considerations when working with axles, especially during repairs?
Working with axles, especially during repairs, requires careful attention to safety to prevent accidents and injuries. Here are some important safety considerations to keep in mind when working with axles:
1. Personal Protective Equipment (PPE):
Wear appropriate personal protective equipment, including safety goggles, gloves, and steel-toed boots. PPE helps protect against potential hazards such as flying debris, sharp edges, and accidental contact with heavy components.
2. Vehicle Stability:
Ensure that the vehicle is on a stable and level surface before working on the axles. Engage the parking brake and use wheel chocks to prevent unintended vehicle movement. The stability of the vehicle is crucial to maintain a safe working environment.
3. Lifting and Support:
Use proper lifting equipment, such as hydraulic jacks or vehicle lifts, to raise the vehicle safely. Follow the manufacturer’s guidelines for lifting points and weight capacities. Once the vehicle is lifted, support it securely with jack stands or other appropriate supports to prevent it from falling or shifting during repairs.
4. Lockout/Tagout:
If the repair work involves disconnecting or removing any electrical or mechanical components that could cause the axle or wheels to move, follow lockout/tagout procedures. This involves locking and tagging out the power source, so it cannot be accidentally energized while work is being performed.
5. Proper Tools and Equipment:
Use the correct tools and equipment for the job. Using improper tools or makeshift methods can lead to accidents and damage to the axle or surrounding components. Follow the manufacturer’s instructions and recommended procedures for disassembling, repairing, and reassembling the axle.
6. Proper Torque and Tightening:
When reassembling the axle components, use a torque wrench to ensure that fasteners are tightened to the manufacturer’s specifications. Over-tightening or under-tightening can lead to component failure or damage. Follow the recommended torque values provided by the vehicle manufacturer.
7. Safe Handling of Heavy Components:
Axle components can be heavy and cumbersome. Use appropriate lifting techniques and equipment, such as hoists or lifting straps, to safely handle heavy axle parts. Avoid lifting heavy components alone whenever possible and ask for assistance when needed.
8. Proper Disposal of Fluids and Waste:
If the repair involves draining fluids from the axle, such as differential oil, ensure proper disposal according to local regulations. Use appropriate containers to collect and store fluids and dispose of them at authorized collection points.
9. Training and Experience:
Working with axles requires knowledge and experience. If you are unfamiliar with axle repairs, consider seeking assistance from a qualified mechanic or technician who has the necessary training and expertise. If you decide to perform the repairs yourself, ensure that you have the appropriate knowledge and skills to carry out the task safely.
By following these safety considerations, you can help minimize the risk of accidents, injuries, and damage when working with axles, ensuring a safe working environment for yourself and others involved in the repair process.
What are the symptoms of a failing CV joint, and how does it relate to the axle?
A CV (constant velocity) joint is an essential component of the axle assembly in many vehicles. When a CV joint starts to fail, it can exhibit several symptoms that indicate potential problems. Here’s a detailed explanation of the symptoms of a failing CV joint and its relationship to the axle:
Symptoms of a Failing CV Joint:
1. Clicking or popping sounds: One of the most common signs of a failing CV joint is a clicking or popping sound when making turns. This noise usually occurs during tight turns and may indicate worn-out or damaged CV joint bearings.
2. Grease leakage: A failing CV joint may leak grease, which can be seen as dark-colored grease splattered around the CV joint or on the inside of the wheel. Grease leakage is typically caused by a cracked or damaged CV joint boot, which allows the lubricating grease to escape and contaminants to enter.
3. Excessive vibration: A worn-out CV joint can cause vibrations, especially during acceleration. The vibrations may be felt in the steering wheel, floorboards, or even the entire vehicle. These vibrations can become more noticeable as the CV joint deteriorates further.
4. Difficulty in turning: As the CV joint wears out, it may become difficult to turn the vehicle, especially at low speeds or when making sharp turns. This symptom is often accompanied by a clicking or popping sound.
5. Uneven tire wear: A failing CV joint can lead to uneven tire wear. If the CV joint is damaged or worn, it can cause the axle to wobble or vibrate, resulting in uneven tire tread wear. This can be observed by visually inspecting the tires and noticing uneven patterns of wear.
Relationship to the Axle:
The CV joint is an integral part of the axle assembly. It connects the transmission to the wheels and allows smooth power delivery to the wheels while accommodating the up-and-down motion of the suspension. The axle shaft is responsible for transmitting torque from the transmission to the CV joints and ultimately to the wheels.
Axles contain one or more CV joints, depending on the vehicle’s drivetrain configuration. In front-wheel drive vehicles, each front axle typically has two CV joints, one inner and one outer. Rear-wheel drive and all-wheel drive vehicles may have CV joints on both the front and rear axles.
The CV joint consists of a joint housing, bearings, and internal ball bearings or rollers. It is protected by a rubber or thermoplastic CV joint boot, which seals in the grease and protects the joint from contaminants. When the CV joint fails, it can affect the axle’s ability to transmit power smoothly and result in the symptoms mentioned above.
Regular inspection and maintenance of the CV joint and axle assembly are crucial to identify and address any issues promptly. If any of the symptoms mentioned earlier are observed, it is recommended to have the vehicle inspected by a qualified mechanic to determine the exact cause and perform necessary repairs or replacements.
What are the signs of a worn or failing axle, and how can I troubleshoot axle issues?
Identifying the signs of a worn or failing axle is important for maintaining the safety and functionality of your vehicle. Here are some common signs to look out for and troubleshooting steps you can take to diagnose potential axle issues:
- Unusual Noises:
- Vibrations:
- Uneven Tire Wear:
- Difficulty Steering:
- Visible Damage or Leaks:
- Professional Inspection:
If you hear clunking, clicking, or grinding noises coming from the area around the wheels, it could indicate a problem with the axle. These noises may occur during acceleration, deceleration, or when turning. Troubleshoot by listening carefully to the location and timing of the noises to help pinpoint the affected axle.
A worn or failing axle can cause vibrations that can be felt through the steering wheel, floorboard, or seat. These vibrations may occur at certain speeds or during specific driving conditions. If you experience unusual vibrations, it’s important to investigate the cause, as it could be related to axle problems.
Inspect your tires for uneven wear patterns. Excessive wear on the inner or outer edges of the tires can be an indication of axle issues. Misaligned or damaged axles can cause the tires to tilt, leading to uneven tire wear. Regularly check your tires for signs of wear and take note of any abnormalities.
A worn or damaged axle can affect steering performance. If you experience difficulty in steering, such as stiffness, looseness, or a feeling of the vehicle pulling to one side, it may be due to axle problems. Pay attention to any changes in steering responsiveness and address them promptly.
Inspect the axles visually for any signs of damage or leaks. Look for cracks, bends, or visible fluid leaks around the axle boots or seals. Damaged or leaking axles can lead to lubrication loss and accelerated wear. If you notice any visible issues, it’s important to have them inspected and repaired by a qualified mechanic.
If you suspect axle issues but are unsure about the exact cause, it’s advisable to seek a professional inspection. A qualified mechanic can perform a thorough examination of the axles, suspension components, and related systems. They have the expertise and tools to diagnose axle problems accurately and recommend the appropriate repairs.
It’s important to note that troubleshooting axle issues can sometimes be challenging, as symptoms may overlap with other mechanical problems. If you’re uncertain about diagnosing or repairing axle issues on your own, it’s recommended to consult a professional mechanic. They can provide a proper diagnosis, ensure the correct repairs are performed, and help maintain the safety and performance of your vehicle.
editor by CX 2024-04-03
China Custom Top Sales Crown Wheel Gear for Bus Truck Rear Axle near me factory
Product Description
Top Sales crown wheel gear for Bus Truck Rear Axle
Our gear can be standard as per European or American standard or special as per your drawing or sample.
Features:
♦ Material: carbon steel such as C45, 20CrMnTi, 40Cr, 42CrMo or stainless steel or copper or nylon and so on
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♦ Standard: European or American standard
♦ Item: M0.5,M1 .M1,5,M1,7,M2,M2.5,M3,M4,M5,M6 and so on
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♦ OEM service: make based on your special sample or drawing and meet your need for high precision on teeth of gear
Good quality with reasonable price, timely delivery and great customer service.
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MITSUBISHI 120S L3
MITSUBISHI PS120 COUTER SHAFT ME-603214
MITSUBISHI COUTER SHAFT ME-604431
ME-60571
MC866747 8X39
MC805654
MITSUBISHI 8DC9 FRONT MC8 0571 4 6X40 6D22/FUSO
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MITSUBISHI 8DC9 FV313FR 12571-55040 6X41
MITSUBISHI 8DC9 FV313RR 12571-9-0 7X43
1-4121 0571 -0 7X43
ISUZU NKR 8-97047-092-1 6X41
ISUZU NPR 8-97571-310 7X43
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ISUZU FTR 47210-2750 6X41
47210-2760 6X39
7X43
Nissan FRONT CK12 38110-95715(38110-90404) 6X41 CWA 53/PE6/RD8
Nissan REAR CK12 38110-90116(38110-90369) 6X41 CK12/PE6/RD8
38110-90115 6*37 CPB12
38110-90113/38110-9571 7*36 PD6
38110-91003/31th tooth 6*41
38110-9571 6X41 CWB520NEW
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HINO Crown Wheel Pinion 41201-1382 7X45 FM226/SG
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HangZhou CZPT Industry Co., Ltd. is a specialized supplier of a full range of chains, sprockets, gears, gear racks, v belt pulley, timing pulley, V-belts, couplings, machined parts and so on.
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Analytical Approaches to Estimating Contact Pressures in Spline Couplings
A spline coupling is a type of mechanical connection between 2 rotating shafts. It consists of 2 parts – a coupler and a coupling. Both parts have teeth which engage and transfer loads. However, spline couplings are typically over-dimensioned, which makes them susceptible to fatigue and static behavior. Wear phenomena can also cause the coupling to fail. For this reason, proper spline coupling design is essential for achieving optimum performance.
Modeling a spline coupling
Spline couplings are becoming increasingly popular in the aerospace industry, but they operate in a slightly misaligned state, causing both vibrations and damage to the contact surfaces. To solve this problem, this article offers analytical approaches for estimating the contact pressures in a spline coupling. Specifically, this article compares analytical approaches with pure numerical approaches to demonstrate the benefits of an analytical approach.
To model a spline coupling, first you create the knowledge base for the spline coupling. The knowledge base includes a large number of possible specification values, which are related to each other. If you modify 1 specification, it may lead to a warning for violating another. To make the design valid, you must create a spline coupling model that meets the specified specification values.
After you have modeled the geometry, you must enter the contact pressures of the 2 spline couplings. Then, you need to determine the position of the pitch circle of the spline. In Figure 2, the centre of the male coupling is superposed to that of the female spline. Then, you need to make sure that the alignment meshing distance of the 2 splines is the same.
Once you have the data you need to create a spline coupling model, you can begin by entering the specifications for the interface design. Once you have this data, you need to choose whether to optimize the internal spline or the external spline. You’ll also need to specify the tooth friction coefficient, which is used to determine the stresses in the spline coupling model 20. You should also enter the pilot clearance, which is the clearance between the tip 186 of a tooth 32 on 1 spline and the feature on the mating spline.
After you have entered the desired specifications for the external spline, you can enter the parameters for the internal spline. For example, you can enter the outer diameter limit 154 of the major snap 54 and the minor snap 56 of the internal spline. The values of these parameters are displayed in color-coded boxes on the Spline Inputs and Configuration GUI screen 80. Once the parameters are entered, you’ll be presented with a geometric representation of the spline coupling model 20.
Creating a spline coupling model 20
The spline coupling model 20 is created by a product model software program 10. The software validates the spline coupling model against a knowledge base of configuration-dependent specification constraints and relationships. This report is then input to the ANSYS stress analyzer program. It lists the spline coupling model 20’s geometric configurations and specification values for each feature. The spline coupling model 20 is automatically recreated every time the configuration or performance specifications of the spline coupling model 20 are modified.
The spline coupling model 20 can be configured using the product model software program 10. A user specifies the axial length of the spline stack, which may be zero, or a fixed length. The user also enters a radial mating face 148, if any, and selects a pilot clearance specification value of 14.5 degrees or 30 degrees.
A user can then use the mouse 110 to modify the spline coupling model 20. The spline coupling knowledge base contains a large number of possible specification values and the spline coupling design rule. If the user tries to change a spline coupling model, the model will show a warning about a violation of another specification. In some cases, the modification may invalidate the design.
In the spline coupling model 20, the user enters additional performance requirement specifications. The user chooses the locations where maximum torque is transferred for the internal and external splines 38 and 40. The maximum torque transfer location is determined by the attachment configuration of the hardware to the shafts. Once this is selected, the user can click “Next” to save the model. A preview of the spline coupling model 20 is displayed.
The model 20 is a representation of a spline coupling. The spline specifications are entered in the order and arrangement as specified on the spline coupling model 20 GUI screen. Once the spline coupling specifications are entered, the product model software program 10 will incorporate them into the spline coupling model 20. This is the last step in spline coupling model creation.
Analysing a spline coupling model 20
An analysis of a spline coupling model consists of inputting its configuration and performance specifications. These specifications may be generated from another computer program. The product model software program 10 then uses its internal knowledge base of configuration dependent specification relationships and constraints to create a valid three-dimensional parametric model 20. This model contains information describing the number and types of spline teeth 32, snaps 34, and shoulder 36.
When you are analysing a spline coupling, the software program 10 will include default values for various specifications. The spline coupling model 20 comprises an internal spline 38 and an external spline 40. Each of the splines includes its own set of parameters, such as its depth, width, length, and radii. The external spline 40 will also contain its own set of parameters, such as its orientation.
Upon selecting these parameters, the software program will perform various analyses on the spline coupling model 20. The software program 10 calculates the nominal and maximal tooth bearing stresses and fatigue life of a spline coupling. It will also determine the difference in torsional windup between an internal and an external spline. The output file from the analysis will be a report file containing model configuration and specification data. The output file may also be used by other computer programs for further analysis.
Once these parameters are set, the user enters the design criteria for the spline coupling model 20. In this step, the user specifies the locations of maximum torque transfer for both the external and internal spline 38. The maximum torque transfer location depends on the configuration of the hardware attached to the shafts. The user may enter up to 4 different performance requirement specifications for each spline.
The results of the analysis show that there are 2 phases of spline coupling. The first phase shows a large increase in stress and vibration. The second phase shows a decline in both stress and vibration levels. The third stage shows a constant meshing force between 300N and 320N. This behavior continues for a longer period of time, until the final stage engages with the surface.
Misalignment of a spline coupling
A study aimed to investigate the position of the resultant contact force in a spline coupling engaging teeth under a steady torque and rotating misalignment. The study used numerical methods based on Finite Element Method (FEM) models. It produced numerical results for nominal conditions and parallel offset misalignment. The study considered 2 levels of misalignment – 0.02 mm and 0.08 mm – with different loading levels.
The results showed that the misalignment between the splines and rotors causes a change in the meshing force of the spline-rotor coupling system. Its dynamics is governed by the meshing force of splines. The meshing force of a misaligned spline coupling is related to the rotor-spline coupling system parameters, the transmitting torque, and the dynamic vibration displacement.
Despite the lack of precise measurements, the misalignment of splines is a common problem. This problem is compounded by the fact that splines usually feature backlash. This backlash is the result of the misaligned spline. The authors analyzed several splines, varying pitch diameters, and length/diameter ratios.
A spline coupling is a two-dimensional mechanical system, which has positive backlash. The spline coupling is comprised of a hub and shaft, and has tip-to-root clearances that are larger than the backlash. A form-clearance is sufficient to prevent tip-to-root fillet contact. The torque on the splines is transmitted via friction.
When a spline coupling is misaligned, a torque-biased thrust force is generated. In such a situation, the force can exceed the torque, causing the component to lose its alignment. The two-way transmission of torque and thrust is modeled analytically in the present study. The analytical approach provides solutions that can be integrated into the design process. So, the next time you are faced with a misaligned spline coupling problem, make sure to use an analytical approach!
In this study, the spline coupling is analyzed under nominal conditions without a parallel offset misalignment. The stiffness values obtained are the percentage difference between the nominal pitch diameter and load application diameter. Moreover, the maximum percentage difference in the measured pitch diameter is 1.60% under a torque of 5000 N*m. The other parameter, the pitch angle, is taken into consideration in the calculation.
