![]() ![]() ![]() Misalignment occurs when the bearings are not seated properly. Sometimes you’ll see flaking across the entire raceway-it’s not towards the left or to the right, so it’s not from an improper setting, but from overloading. Overloading isn’t common and tends to be specific to certain applications-in the garbage truck segment, for instance. The bearing being set too loose or too tight are the most common potential failures, but it’s worth quickly running through the others as well. The indications are similar in each case, Singh says, but you won’t know whether the bearing is too tight or too loose until the technician opens it up to have a look.Ī loose bearing, specifically, is what can lead to the wheel coming off while the truck is being driven-thus, the consequences can be severe both from a road safety perspective and also from a fleet liability perspective. But, without actually taking the bearing out, you cannot see or you cannot tell how much damage has already happened.” 2. That’s when you will see this actual flaking. “Once they narrow that down,” he continues, “then they will actually inspect that side and then take the wheel end apart. The indication of an improperly set bearing comes from a noise the driver will hear on the road.Īfter hearing this noise, Singh says what technicians will do is isolate which side of the truck, or which axle, it’s coming from. And the wear, if it’s more on the bottom on the large side, that’s how you can tell that it’s from a high preload setting.” “So, the rollers are tapered-imagine if you were to take a cross section: The top would be smaller, the bottom would be larger. “The way to tell that it’s a high preload is that you will see wear on the large side of the roller,” he continues. If there’s no lubrication layer, there will be metal on metal contact creating heat, which leads to flaking. ![]() “Imagine the lubrication getting squished out below the rollers. “If it’s tighter than one thousand,you’re running very close to preload,” explains Divjot Singh, Application Engineer at NTN. to 0.005-in.), and ideally in the middle of those two numbers. Key words: Wheel force transducer, overload protection mechanism, vehicle wheels/typres, heavy duty trucks.Wheel bearings should be set between 1 and 5/1000s of an inch (0.001-in. In particular, the applied loads over ☑20 kN and ☓0 kNm are prevented from damage for the heavy truck WFT. Results show that the proposed overload protection mechanism performs well. Experiment and prototyping test are conducted on the hydraulic platform. An intermediate flange, which is elaborately designed using Computer Aided Engineering (CAE) tools, is installed between wheel hub and the elastic body to meet the overload protection. This paper presents a mechanical approach of the overload protection mechanism which can prevent the overload damage and guarantee the sensor performance. Plastic deformation and damage may occur on the elastic-body of WFT. However, when applying a MFS into vehicle wheel and making it to be a WFT, it may be subjected to forces/moments which exceed the measuring range under the over rated load, especially on a heavy truck WFT under loads of X or Z direction. Essentially, the WFT is a multi-axis force sensor (MFS) in which an elastic-body will deform under the applied forces. Since the high cost and technical secret of the commercial products may slow down the development of WFT to some extent, Southeast University has devoted to the WFT research with some prototypes. ![]() The wheel force transducer (WFT), which measures the force or torque applied to the wheel, is an important instrument in vehicle testing field and has been extremely promoted by researchers. ![]()
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