Product Description
Product Description
|
item |
Trailer Hub Bearing |
|
Use |
Trailer HUB Parts |
|
Parts |
Trailer Bearing |
|
OE NO. |
4inch to 12.25*5 inch Hub /Drum bearing |
|
Max Payload |
8000 lbs |
|
Size |
12.25*5″ |
|
Place of Origin |
China |
|
|
ZheJiang |
|
Brand Name |
Airui |
|
Type |
Light trailer bearing |
|
Application |
trailer axle |
Detailed Specification:
7″ 9″ 10″ 11″ 12″ 12 1/4″ electric/hydraulic/mechanical brake assembly
for almost all kinds of light and medium-duty trailer usage.
Iron frame with air bubble film and plastic film :
Our Advantage
1>Our joint venture partners are American Famous axle company AXLETEK,we have make a cooperation for 6 years.So we can supply stable and high quality brakes.
2>We have Researching and Development Department in Detroit,so we are also capable of developing products according drawing or samples to meet the special requirement of our customes.
3>We can supply 7 inch,10 inch,12 inch and 12.25 inch brakes for the moment.
4>All the parts for the brakes are produced by ourself,so we can supply our customer high quality products with resonable price.
5>We can also supply axle assemly.
Specification
-
more product models
| Model No. | Brake type | Wideness | Thickness | Voltage | Cylinder | Max. Load |
| B07E(AZ008) | Electric Brake | 7 | 1 1/4 | 12 | 2,000 lb | |
| B10E(AZ004) | Electric Brake | 10 | 2 1/4 | 12 | 3,500 lb | |
| B11E(AZ017) | Electric Brake | 11 | 2 | 12 | 6,000 lb | |
| B12E(AZ003) | Electric Brake | 12 | 2 | 12 | 7,000 lb | |
| B35E(AZ056) | Electric Brake | 10 | 1 3/4 | 12 | 3,500 lb | |
| B44E(AZ063) | Electric Brake | 10 | 2 1/4 | 12 | 4,400 lb | |
| B10EA(AZ571) | Electric Brake self-adjusting | 10 | 2 1/4 | 12 | 3,500 lb | |
| B11EA(AZ064) | Electric Brake self-adjusting | 11 | 2 | 12 | 6,000 lb | |
| B12EA(AZ571) | Electric Brake self-adjusting | 12 | 2 | 12 | 7,000 lb | |
| B35EA(AZ060) | Electric Brake self-adjusting | 10 | 1 3/4 | 12 | 3,500 lb | |
| B44EA(AZ057) | Electric Brake self-adjusting | 10 | 2 1/4 | 12 | 4,400 lb | |
| B10EAP(AZ037) | Electric Brake self-adjusting w/parking | 10 | 2 1/4 | 12 | 3,500 lb | |
| B12EAP(AZ036) | Electric Brake self-adjusting w/parking | 12 | 2 | 12 | 7,000 lb | |
| B07EP(AZ034) | Electric Brake with Parking lever | 7 | 1 1/4 | 12 | 2,000 lb | |
| B10EP(AZ013) | Electric Brake with Parking lever | 10 | 2 1/4 | 12 | 3,500 lb | |
| B12EP(AZ011) | Electric Brake with Parking lever | 12 | 2 | 12 | 7,000 lb | |
| B35EP(AZ061) | Electric Brake with Parking lever | 10 | 1 3/4 | 12 | 3,500 lb | |
| B44EP(AZ062) | Electric Brake with Parking lever | 10 | 2 1/4 | 12 | 4,400 lb | |
| B09M(AZ038) | Mechannical Brake | 9 | 1 3/4 | 3,000 lb | ||
| B09H(AZ031) | Hydraulic Brake | 9 | 1 3/4 | Duo-servo | 3,000 lb | |
| B10H(AZ007) | Hydraulic Brake | 10 | 2 1/4 | Uni-servo | 3,500 lb | |
| B12H(AZ006) | Hydraulic Brake | 12 | 2 | Uni-servo | 7,000 lb | |
| B10HB(AZ012) | Hydraulic Brake free-backing | 10 | 2 1/4 | Uni-servo | 3,500 lb | |
| B12HB(AZ571) | Hydraulic Brake free-backing | 12 | 2 | Uni-servo | 7,000 lb | |
| B10HBP(AZ019) | Hydraulic Brake free-backing w/parking | 10 | 2 1/4 | Uni-servo | 3,500 lb | |
| B12HBP(AZ018) | Hydraulic Brake free-backing w/parking | 12 | 2 | Uni-servo | 7,000 lb | |
| B10HP(AZ026) | Hydraulic Brake with Parking lever | 10 | 2 1/4 | Uni-servo | 3,500 lb | |
| B12HP(AZ571) | Hydraulic Brake with Parking lever | 12 | 2 | Uni-servo | 7,000 lb | |
| B1208E(AZ001a) | Heavy duty Electric Brake | 12 1/4 | 3 3/8 | 12 | 8,000 lb | |
| B1210E(AZ001b) | Heavy duty Electric Brake | 12 1/4 | 3 3/8 | 12 | 10,000 lb | |
| B1212E(AZ002) | Heavy duty Electric Brake | 12 1/4 | 5 | 12 | 12,000 lb | |
| B1208EP(AZ035) | Heavy duty Electric Brake w/Parking | 12 1/4 | 3 3/8 | 12 | 8,000 lb | |
| B1210EP(AZ001c) | Heavy duty Electric Brake w/Parking | 12 1/4 | 3 3/8 | 12 | 10,000 lb | |
| B1210H(AZ571) | Heavy duty Hydraulic Brake | 12 1/4 | 3 3/8 | Duo-servo | 10,000 lb | |
| …to be continued. More trailer chassis parts-axle,hub,drum,caliper… are available too | ||||||
Packaging & Shipping
Generally, in neutral white boxes and brown cartons or as ur requirements.
All our products would be offerd to you only after they passed a series of serous tests. We offer them to you with an easy heart because we know you will be satisfied and safe with our product.
Company Profile
Established in 2006, HangZhou Airui Brake System Co., LTD is a Sino-American joint venture. The American AXLE TEKNOLOGY LLC is a famous AXLE company, specializing in the design, development and manufacture of AXLE and its parts, and has rich experience in the development of brakes, drums, AXLE and other trailer parts. One of the largest bridge and spare parts suppliers in Europe.
The company has passed the national CCC certification, ISO9001, TS16949 quality system certification, North American Vehicle parts AMECA certification, Canadian Standards Association CSA certification, ECE certification, technology has reached the world’s advanced level, and obtained a number of technical patents, has been widely recognized by customers. Company factory area of 65,000 square meters, more than 500 employees, including more than 30 professional technical research and development personnel, equipped with the world’s leading laboratory, specializing in trailer, rv bridge, brake, brake drum, spring suspension, connector, casters and related parts production, development and sales in one.
Products are mainly exported to the United States, Canada, Australia and other countries and regions. Core products, electromagnetic brake, axle, electromagnet, and other wheel end trailer parts, annual output of 2 million sets, accounting for more than 90% of the domestic export of similar products market share, North America 40-50% market share.
FAQ
1. who are we?
We are based in ZheJiang , China, start from 2006,sell to North America(67.00%),Oceania(20.00%),Domestic Market(6.00%),South America(00.00%),Eastern Europe(00.00%),Southeast Asia(00.00%),Africa(00.00%),Eastern Asia(00.00%),Western Europe(00.00%),Central America(00.00%). There are total about 301-500 people in our office.
2. how can we guarantee quality?
Always a pre-production sample before mass production;
Always final Inspection before shipment;
3.what can you buy from us?
Brake Assembly and Parts,Axle Assembly and Parts,Brake Pad,Brake Lining
4. why should you buy from us not from other suppliers?
1> be good at the formulation explore and develop,development team rank top 3 in China
2> huge sales department in America
3>with 8 years manufacture experience
4>300 acers factory
5>ISO/TS16949 and CSA certification
6>products sales over the world
5. what services can we provide?
Accepted Delivery Terms: FOB,CFR,CIF,EXW;
Accepted Payment Currency:USD,JPY;
Accepted Payment Type: T/T,L/C,PayPal;
Language Spoken:English,Chinese,Spanish,Japanese,Portuguese,German,Arabic,French,Russian,Korean,Hindi,Italian
Stiffness and Torsional Vibration of Spline-Couplings
In this paper, we describe some basic characteristics of spline-coupling and examine its torsional vibration behavior. We also explore the effect of spline misalignment on rotor-spline coupling. These results will assist in the design of improved spline-coupling systems for various applications. The results are presented in Table 1.
Stiffness of spline-coupling
The stiffness of a spline-coupling is a function of the meshing force between the splines in a rotor-spline coupling system and the static vibration displacement. The meshing force depends on the coupling parameters such as the transmitting torque and the spline thickness. It increases nonlinearly with the spline thickness.
A simplified spline-coupling model can be used to evaluate the load distribution of splines under vibration and transient loads. The axle spline sleeve is displaced a z-direction and a resistance moment T is applied to the outer face of the sleeve. This simple model can satisfy a wide range of engineering requirements but may suffer from complex loading conditions. Its asymmetric clearance may affect its engagement behavior and stress distribution patterns.
The results of the simulations show that the maximum vibration acceleration in both Figures 10 and 22 was 3.03 g/s. This results indicate that a misalignment in the circumferential direction increases the instantaneous impact. Asymmetry in the coupling geometry is also found in the meshing. The right-side spline’s teeth mesh tightly while those on the left side are misaligned.
Considering the spline-coupling geometry, a semi-analytical model is used to compute stiffness. This model is a simplified form of a classical spline-coupling model, with submatrices defining the shape and stiffness of the joint. As the design clearance is a known value, the stiffness of a spline-coupling system can be analyzed using the same formula.
The results of the simulations also show that the spline-coupling system can be modeled using MASTA, a high-level commercial CAE tool for transmission analysis. In this case, the spline segments were modeled as a series of spline segments with variable stiffness, which was calculated based on the initial gap between spline teeth. Then, the spline segments were modelled as a series of splines of increasing stiffness, accounting for different manufacturing variations. The resulting analysis of the spline-coupling geometry is compared to those of the finite-element approach.
Despite the high stiffness of a spline-coupling system, the contact status of the contact surfaces often changes. In addition, spline coupling affects the lateral vibration and deformation of the rotor. However, stiffness nonlinearity is not well studied in splined rotors because of the lack of a fully analytical model.
Characteristics of spline-coupling
The study of spline-coupling involves a number of design factors. These include weight, materials, and performance requirements. Weight is particularly important in the aeronautics field. Weight is often an issue for design engineers because materials have varying dimensional stability, weight, and durability. Additionally, space constraints and other configuration restrictions may require the use of spline-couplings in certain applications.
The main parameters to consider for any spline-coupling design are the maximum principal stress, the maldistribution factor, and the maximum tooth-bearing stress. The magnitude of each of these parameters must be smaller than or equal to the external spline diameter, in order to provide stability. The outer diameter of the spline must be at least 4 inches larger than the inner diameter of the spline.
Once the physical design is validated, the spline coupling knowledge base is created. This model is pre-programmed and stores the design parameter signals, including performance and manufacturing constraints. It then compares the parameter values to the design rule signals, and constructs a geometric representation of the spline coupling. A visual model is created from the input signals, and can be manipulated by changing different parameters and specifications.
The stiffness of a spline joint is another important parameter for determining the spline-coupling stiffness. The stiffness distribution of the spline joint affects the rotor’s lateral vibration and deformation. A finite element method is a useful technique for obtaining lateral stiffness of spline joints. This method involves many mesh refinements and requires a high computational cost.
The diameter of the spline-coupling must be large enough to transmit the torque. A spline with a larger diameter may have greater torque-transmitting capacity because it has a smaller circumference. However, the larger diameter of a spline is thinner than the shaft, and the latter may be more suitable if the torque is spread over a greater number of teeth.
Spline-couplings are classified according to their tooth profile along the axial and radial directions. The radial and axial tooth profiles affect the component’s behavior and wear damage. Splines with a crowned tooth profile are prone to angular misalignment. Typically, these spline-couplings are oversized to ensure durability and safety.
Stiffness of spline-coupling in torsional vibration analysis
This article presents a general framework for the study of torsional vibration caused by the stiffness of spline-couplings in aero-engines. It is based on a previous study on spline-couplings. It is characterized by the following 3 factors: bending stiffness, total flexibility, and tangential stiffness. The first criterion is the equivalent diameter of external and internal splines. Both the spline-coupling stiffness and the displacement of splines are evaluated by using the derivative of the total flexibility.
The stiffness of a spline joint can vary based on the distribution of load along the spline. Variables affecting the stiffness of spline joints include the torque level, tooth indexing errors, and misalignment. To explore the effects of these variables, an analytical formula is developed. The method is applicable for various kinds of spline joints, such as splines with multiple components.
Despite the difficulty of calculating spline-coupling stiffness, it is possible to model the contact between the teeth of the shaft and the hub using an analytical approach. This approach helps in determining key magnitudes of coupling operation such as contact peak pressures, reaction moments, and angular momentum. This approach allows for accurate results for spline-couplings and is suitable for both torsional vibration and structural vibration analysis.
The stiffness of spline-coupling is commonly assumed to be rigid in dynamic models. However, various dynamic phenomena associated with spline joints must be captured in high-fidelity drivetrain models. To accomplish this, a general analytical stiffness formulation is proposed based on a semi-analytical spline load distribution model. The resulting stiffness matrix contains radial and tilting stiffness values as well as torsional stiffness. The analysis is further simplified with the blockwise inversion method.
It is essential to consider the torsional vibration of a power transmission system before selecting the coupling. An accurate analysis of torsional vibration is crucial for coupling safety. This article also discusses case studies of spline shaft wear and torsionally-induced failures. The discussion will conclude with the development of a robust and efficient method to simulate these problems in real-life scenarios.
Effect of spline misalignment on rotor-spline coupling
In this study, the effect of spline misalignment in rotor-spline coupling is investigated. The stability boundary and mechanism of rotor instability are analyzed. We find that the meshing force of a misaligned spline coupling increases nonlinearly with spline thickness. The results demonstrate that the misalignment is responsible for the instability of the rotor-spline coupling system.
An intentional spline misalignment is introduced to achieve an interference fit and zero backlash condition. This leads to uneven load distribution among the spline teeth. A further spline misalignment of 50um can result in rotor-spline coupling failure. The maximum tensile root stress shifted to the left under this condition.
Positive spline misalignment increases the gear mesh misalignment. Conversely, negative spline misalignment has no effect. The right-handed spline misalignment is opposite to the helix hand. The high contact area is moved from the center to the left side. In both cases, gear mesh is misaligned due to deflection and tilting of the gear under load.
This variation of the tooth surface is measured as the change in clearance in the transverse plain. The radial and axial clearance values are the same, while the difference between the 2 is less. In addition to the frictional force, the axial clearance of the splines is the same, which increases the gear mesh misalignment. Hence, the same procedure can be used to determine the frictional force of a rotor-spline coupling.
Gear mesh misalignment influences spline-rotor coupling performance. This misalignment changes the distribution of the gear mesh and alters contact and bending stresses. Therefore, it is essential to understand the effects of misalignment in spline couplings. Using a simplified system of helical gear pair, Hong et al. examined the load distribution along the tooth interface of the spline. This misalignment caused the flank contact pattern to change. The misaligned teeth exhibited deflection under load and developed a tilting moment on the gear.
The effect of spline misalignment in rotor-spline couplings is minimized by using a mechanism that reduces backlash. The mechanism comprises cooperably splined male and female members. One member is formed by 2 coaxially aligned splined segments with end surfaces shaped to engage in sliding relationship. The connecting device applies axial loads to these segments, causing them to rotate relative to 1 another.
