German tevema springs tevema models tevema prices

tevema springs consist of tension springs and connecting springs. The pitch and helix direction of the tension springs and connecting springs are identical. A special fixture is used to clamp one end of the tension spring and screw it into the connecting spring. The other end of the tension spring is then rotated and fitted onto the other end of the connecting spring. Rotational force is used to screw the connecting spring into the interior of the tension spring, forming the tension spring into a ring spring. The utility model ring spring does not affect the shape and elasticity of the connection part, and the connection is secure, making it suitable for various applications requiring ring springs. The ring spring is composed of alternating stacked washer-like spring steel pieces with inner conical and outer cylindrical surfaces and washer-like spring steel pieces with inner cylindrical and outer conical surfaces. The number of pairs of inner and outer rings in the ring spring is determined based on the magnitude of the load it bears and the deformation requirements. Ring springs are applied in situations where space is limited and strong buffering is required.

tevema spring principles

When leaf springs are installed in an automobile suspension and the vertical load is positive, each spring leaf deforms under stress, tending to arch upward. At this time, the axle and frame move closer together. When the axle and frame move apart, the positive vertical load and deformation on the leaf spring gradually decrease, sometimes even reversing. The eye of the main leaf is subjected to severe stress and is a weak point. To improve the stress condition of the main leaf eye, the end of the second leaf is often bent into an eye that wraps around the outside of the main leaf eye, known as a wrap-around eye. A large gap is left between the main leaf eye and the second leaf wrap-around eye to allow relative sliding during elastic deformation. In some suspensions, the ends of the leaf springs are not formed into eyes but use other support connection methods, such as rubber support pads. Flat rectangular steel plates are curved to form chassis springs made of several stacked leaves. One end is installed on the hanger with a pin, and the other end is connected to the frame beam using a shackle, allowing the spring to expand and contract. This is suitable for medium and large trucks. Automobile leaf springs are very important. As is known, leaf springs are composed of many steel leaves that are elastic, have consistent width and thickness, but vary in length. Their function is to connect the frame and axle in a suspended manner, exposed between the frame and axle, bearing the load impact from the wheels on the frame, reducing severe vehicle body vibration, and maintaining driving stability and adaptability to different road conditions. When leaf springs bear load impacts, they undergo extension motion, causing intense friction between the steel leaves, i.e., compression and tension phenomena. The two friction surfaces generate motion friction forces in two different directions, causing the temperature of the leaf spring to rise, resulting in surface scoring and fine cracks. As the frequency of load impact increases, the friction motion force generated by the extension motion also increases. When the stress concentration point reaches the fatigue limit, it will cause single-leaf or entire stack fracture. Kinetic principle tests prove that a steel component undergoing compression-extension motion experiences a temperature rise and strength decrease as motion frequency increases. Cracks appear at stress concentration points, gradually expanding and deepening, leading to damage at the fatigue limit. Leaf springs are similar, although they have higher elasticity and are more durable than general steel components. Apart from other causes, the main reason for leaf spring fracture is poor lubrication, which should be valued by drivers and technical management personnel. Timely lubrication of leaf springs should be performed to reduce friction and disperse stress, preventing surface scoring of the steel leaves; reduce the intrusion of dust, dirt, and water to prevent rust; and dissipate heat to prevent a decrease in elastic strength. The general lubrication method is: perform after the new vehicle break-in period ends, and during use in summer and winter. For lubrication, first remove the leaf spring, open the center bolt to scatter the steel leaves, then evenly apply lithium-based grease or graphite grease to both sides of the steel leaves. After reassembly, an oil film forms between the two friction surfaces (completing a set of leaf spring lubrication takes only the time required to replace one broken leaf).

tevema spring structural classification

According to the nature of the force, springs can be divided into tension springs, compression springs, torsion springs, and bending springs. According to shape, they can be divided into disc springs, ring springs, leaf springs, helical springs, truncated cone volute springs, and torsion bar springs. According to the manufacturing process, they can be divided into cold-coiled springs and hot-coiled springs. Ordinary cylindrical springs are widely used due to their simple manufacturing, ability to be made into various types according to load conditions, and simple structure. Spring manufacturing materials generally should have high elastic limits, fatigue limits, impact toughness, and good heat treatment performance. Commonly used materials include carbon spring steel, alloy spring steel, stainless spring steel, copper alloys, nickel alloys, and rubber. Spring manufacturing methods include cold coiling and hot coiling. Spring wire diameters less than 8 mm are generally cold-coiled, while those greater than 8 mm are hot-coiled. Some springs undergo strong pressure or shot peening treatment after manufacturing to improve their load-bearing capacity.

tevema spring compensation method for controlling springback

The compensation method for controlling springback involves controlling the geometric shape and dimensions of the mold working parts based on the direction and magnitude of the bent part's springback, so that the springback after bending is compensated. For example, for U-shaped parts with significant bending, the punch end face or stripper plate surface can be made arc-shaped, or the punch and die can be made with inclined surfaces at a certain angle. Thus, the deformation generated at the arc or inclined areas during unloading can compensate for the springback deformation of the two corners. Extending from this, the bending compensation method can be used to bend workpieces that are difficult to bend using conventional methods. For the shape shown in Figure 8, the two sides are tightly closed with no forming space. Using deformation springback and correction compensation methods, bending can be achieved.

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