German waelzlager antriebstechnik springs waelzlager antriebstechnik models waelzlager antriebstechnik prices

waelzlager antriebstechnik springs are conical disc-shaped. They can be used individually or in series or parallel combinations. They withstand static or dynamic axial loads at the upper inner edge and lower outer edge, deforming under compression until flattened to store energy as a live load. When necessary, they automatically convert into additional compressive load required for sealing, reducing the continuous tightening requirements for gaskets and packing. Disc springs are special springs that are conical in the axial direction and bear loads. After deformation under load, they store potential energy. When bolts loosen, the disc spring releases part of the potential energy to maintain pressure in the flange connection to meet sealing requirements. The stress distribution of disc springs decreases uniformly from the inside out, achieving high compensation force with low travel.

waelzlager antriebstechnik spring principles

When leaf springs are installed in an automobile suspension and the vertical load is positive, all spring leaves deform under force, 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 heavily stressed 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 connections, such as rubber support pads. Flat rectangular steel plates are curved and stacked to form chassis springs. One end is installed on the hanger with a pin, and the other end is connected to the frame beam with 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 well known, leaf springs consist of many steel leaves with elasticity, consistent width and thickness, but varying lengths. Their function is to connect the frame and axle in a suspended form, exposed between the frame and axle, bearing the load impact of the wheels on the frame, reducing severe vehicle vibration, and maintaining driving stability and adaptability to different road conditions. When leaf springs bear load impacts, they undergo extension motion, causing strong friction between 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 scratches 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. Tests based on kinematic principles prove that: for a steel component undergoing compression-extension motion, as the motion frequency increases, the temperature of the steel component rises, strength decreases, cracks appear at stress concentration points and gradually expand and deepen, leading to damage at the fatigue limit. Leaf springs are similar, except 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 attract the attention of drivers and technical management personnel. Timely lubrication of leaf springs should be performed to reduce friction and disperse stress, prevent surface scratches on steel leaves; reduce 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 (comparing the time required for one set of leaf spring lubrication to replacing a single broken leaf).

waelzlager antriebstechnik spring classification

1) Torsion springs are springs that withstand torsional deformation. Their working part is also closely wound into a helical shape. The end structure of torsion springs is processed into various shapes of torque arms, rather than hooks or loops. Torque springs utilize the lever principle, twisting or rotating elastic materials with softness and high toughness to possess great mechanical energy. 2) Extension springs are helical springs that withstand axial tensile force. When not under load, the coils of extension springs are generally tightly closed with no gap. 3) Compression springs are helical springs that withstand axial compressive force. The material cross-section used is mostly circular, but rectangular and multi-strand steel wires are also used. Springs generally have equal pitch. The shapes of compression springs include: cylindrical, conical, convex, concave, and a small amount of non-circular shapes. There is a certain gap between the coils of compression springs. When subjected to external loads, the spring contracts and deforms, storing deformation energy. 4) Progressive springs adopt a design with inconsistent thickness and density. The advantage is that when the pressure is not high, the part with a lower spring constant can absorb road undulations, ensuring riding comfort. When the pressure increases to a certain extent, the thicker part of the spring supports the vehicle body. The disadvantage of this type of spring is that the handling feel is not direct, and precision is poor. 5) Linear springs have consistent thickness and density from top to bottom, with a fixed spring constant. This design allows vehicles to obtain more stable and linear dynamic responses, benefiting drivers in better vehicle control. They are mostly used in performance-oriented modified cars and competitive vehicles. The downside is that comfort is affected. 6) Short springs are shorter and thicker than original factory springs. Installing short springs can effectively lower the vehicle's center of gravity, reduce roll during cornering, make cornering more stable and smooth, and improve vehicle cornering handling. However, the damping setting of original factory shock absorbers tends towards comfort, so the combination of short springs and original factory shock absorbers is not very stable. They cannot effectively suppress the rebound and compression of short springs. When driving on bumpy roads, there will be an uncomfortable jumping sensation. Over time, the life of the shock absorbers will be greatly shortened, and oil leakage may occur. Of course, these situations are relative. Daily driving will not cause such severe damage. Try to avoid aggressive driving, as original factory shock absorbers cannot withstand high-load pressure.

waelzlager antriebstechnik spring applications

To a large extent, disc springs are replacing cylindrical helical springs. They are commonly used in heavy machinery (such as presses) and weapons like cannons and aircraft as strong buffer and vibration-damping springs. They are used as clamping springs for automobile and tractor clutches and safety valves, and as energy storage elements for mobile devices. Disadvantage: Load deviation is difficult to guarantee. Disc springs can be divided into three categories based on cross-sectional shape: ordinary disc springs (rectangular cross-section), disc springs with radial grooves, and trapezoidal cross-section disc springs. Ordinary disc springs are divided into two types: with support surface and without support surface. Disc springs with radial grooves are based on ordinary disc springs, with several uniformly distributed slots cut radially. Slots can be cut from the inner hole to the outer circle or from the outer circle to the inner hole. Trapezoidal cross-section disc springs can be divided into two types: inner edge thickness greater than outer edge thickness, and inner edge thickness less than outer edge thickness. Since the deformation and load value of a single disc spring often cannot meet usage requirements, they can be used in groups to form disc spring assemblies (columns). Typical combinations include: stacked combination disc springs, composite combination disc springs, and other combination disc springs. Compared with cylindrical helical springs, disc springs have the following characteristics: 1) The load-deformation characteristic curve is nonlinear. 2) Disc springs are thin and easy to form assemblies, allowing modular assembly and replacement, thus facilitating maintenance. 3) Disc springs with radial slots have zero stiffness characteristics. This characteristic can be applied in situations where the spring force is required to remain basically stable within a certain deformation range. 4) The vibration absorption performance of disc springs is not lower than that of cylindrical helical springs. When using stacked combinations, the friction between disc spring leaves provides greater damping, dissipating impact energy.

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