Textron Inc. (NYSE:TXT) announced today the acquisition of U.K.-based ALSTOM Gears, part of ALSTOM, a leading supplier of components, systems and services to the world's energy and transport infrastructure markets. ALSTOM Gears manufactures and sells a range of gears and gearboxes, including high-speed epicyclic and parallel shaft gearboxes, for the industrial, rail and marine industries. The acquisition will be fully integrated into Textron's Power Transmission Products business, part of the company's Fluid & Power Systems Group. For the fiscal year-ended March 1999, ALSTOM Gear's revenues were approximately $10 million. Terms of the transaction were not disclosed.
"Textron's acquisition of ALSTOM Gears further strengthens our power transmission capabilities, adding a range of technologically advanced gearbox systems to our existing product brands, including David Brown, Cone Drive and Textron Industrial gears," said Textron Fluid & Power Systems President Bob Geckle. "Furthermore, the acquisition establishes a multi-year preferred supplier agreement for Textron with ALSTOM for power transmission products," he added.
With approximately $1 billion in annualized revenues and locations in 23 countries, Textron's Fluid & Power Systems Group is a leading manufacturer of mechanical power transmission, motion control, fluid handling and electronic systems and components. The Fluid & Power Systems Group is part of Textron's $4 billion Industrial Segment.
Expert system for selecting speed reduction components for a power transmission
This paper describes the development of an expert system that will allow for the concurrent consideration and analysis of the many facets of product constraints, particularly function and manufacturability, at the early stages of power transmission development. The Power Transmission Design Assistant methodology is based on the concept of directed refinement, where the product and analysis methodology become less abstract as more information is given. This allows for analysis and guidance throughout the product development process. The methodology has been demonstrated on a small-scale, semi-automatic tool. The tool was the foundation for a larger tool that incorporates expert rules to help optimize power transmission component design.
Power transmission systems are a crucial component in many types of machinery. Mechanical power transmissions are used in products such as food mixers, automobiles, and aircraft. The power transmission design problem involves deciding the input, intermediate components, and their layout for a required motion, force, or torque output. With the increased popularity of computer-based design tools, many difficult engineering problems, such as power transmission design, can be eased, which allows engineers to spend more time optimizing the product.
A partial listing of the various components involved in power transmission is shown in Figure 1. Power transmission can be achieved by either electrical, mechanical, or hydraulic means; however, most transmission systems are designed for mechanical, rotary applications. Power transmission of rotary systems typically consists of components such as shafts, bearings, gears, pulleys, sprockets, chains, belts, connectors, and fasteners. These elements can be prepackaged to meet a specific design goal, or they may be individual elements that the designer selects to meet a need. In either case, each has its own design criteria and constraints.
In the past, optimization of power transmission systems involved achieving the following interdependent functional requirements in an iterative, trial-and-error approach:
Geometry-Are there space limitations between elements, especially moving and stationary components? What is the relationship between input and output locations?
Kinematics-What is the direction of motion of the input and output transmission components? Is it at constant speed or is it transient?
Kinetics-What are the forces and torques present in the system?
Speeds-What are the required input and output speeds and forces?
Design adequacy-Once the loads and speeds are known, are the stresses, vibrations, and weights within acceptable limits?
However, after functional optimization occurs, the product is often still suboptimal in terms of cost, especially when life cycle costs are considered. The main reason for the suboptimal result is that the trade-offs between the requirements are often impossible to consider manually. It is necessary to develop a set of design tools to tackle this complex problem and integrate the many areas of the life cycle cost into a set of optimal solutions.
The iterative nature of the product development process implies that a considerable amount of time is spent repeating common but sometimes difficult tasks. If, as in power transmissions, there are a substantial number of functional constraints, these tasks become even more difficult. The process of finding optimal solutions to design problems is usually difficult and is often abandoned in favor of a quick solution that works but may not be optimal. The difficulty may simply be a result of computational ability to solve for the optimal solution or lack of a metric for deciding the optimal solution.
Engineers must be able to make correct engineering decisions early in the product development process to maintain profitability and competitiveness. The consequences of poor decision making include increased development time, increased time to market, pressure from internal groups who depend on the design decisions, and increased change order costs. Decisions or changes made later in the product development are more costly because they have greater repercussions. It is therefore advantageous to make decisions as early in the product's design as possible. The major hindrance to achieving this is the lack of quantitative knowledge on which to base these decisions.
In recent years, computer-aided engineering (CAE) has been used to relieve some of the pressures on design decisions. CAE is used to size components, evaluate products, and perform low-level design tasks. CAE has mostly been used to automate complicated and repetitive mathematical tasks; however, automation of these mathematical tasks usually requires information about product parameters that is not available early in the product development process. Currently, such design automation software falls into one of several categories: CAD-based design for manufacturability/design for assembly (DFM/DFA)1,2
Power transmission systems are a crucial component in many types of machinery. Mechanical power transmissions are used in products such as food mixers, automobiles, and aircraft. The power transmission design problem involves deciding the input, intermediate components, and their layout for a required motion, force, or torque output. With the increased popularity of computer-based design tools, many difficult engineering problems, such as power transmission design, can be eased, which allows engineers to spend more time optimizing the product.
A partial listing of the various components involved in power transmission is shown in Figure 1. Power transmission can be achieved by either electrical, mechanical, or hydraulic means; however, most transmission systems are designed for mechanical, rotary applications. Power transmission of rotary systems typically consists of components such as shafts, bearings, gears, pulleys, sprockets, chains, belts, connectors, and fasteners. These elements can be prepackaged to meet a specific design goal, or they may be individual elements that the designer selects to meet a need. In either case, each has its own design criteria and constraints.
In the past, optimization of power transmission systems involved achieving the following interdependent functional requirements in an iterative, trial-and-error approach:
Geometry-Are there space limitations between elements, especially moving and stationary components? What is the relationship between input and output locations?
Kinematics-What is the direction of motion of the input and output transmission components? Is it at constant speed or is it transient?
Kinetics-What are the forces and torques present in the system?
Speeds-What are the required input and output speeds and forces?
Design adequacy-Once the loads and speeds are known, are the stresses, vibrations, and weights within acceptable limits?
However, after functional optimization occurs, the product is often still suboptimal in terms of cost, especially when life cycle costs are considered. The main reason for the suboptimal result is that the trade-offs between the requirements are often impossible to consider manually. It is necessary to develop a set of design tools to tackle this complex problem and integrate the many areas of the life cycle cost into a set of optimal solutions.
The iterative nature of the product development process implies that a considerable amount of time is spent repeating common but sometimes difficult tasks. If, as in power transmissions, there are a substantial number of functional constraints, these tasks become even more difficult. The process of finding optimal solutions to design problems is usually difficult and is often abandoned in favor of a quick solution that works but may not be optimal. The difficulty may simply be a result of computational ability to solve for the optimal solution or lack of a metric for deciding the optimal solution.
Engineers must be able to make correct engineering decisions early in the product development process to maintain profitability and competitiveness. The consequences of poor decision making include increased development time, increased time to market, pressure from internal groups who depend on the design decisions, and increased change order costs. Decisions or changes made later in the product development are more costly because they have greater repercussions. It is therefore advantageous to make decisions as early in the product's design as possible. The major hindrance to achieving this is the lack of quantitative knowledge on which to base these decisions.
In recent years, computer-aided engineering (CAE) has been used to relieve some of the pressures on design decisions. CAE is used to size components, evaluate products, and perform low-level design tasks. CAE has mostly been used to automate complicated and repetitive mathematical tasks; however, automation of these mathematical tasks usually requires information about product parameters that is not available early in the product development process. Currently, such design automation software falls into one of several categories: CAD-based design for manufacturability/design for assembly (DFM/DFA)1,2
Techno trucks: Roush racing
I'n a western suburb of Detroit, the Roush Racing NASCAR Craftsman Truck teams have been busy all winter preparing for the 1999 season opener in Homestead, Florida. The snow-shrouded shop could be mistaken for any other factory in a row of commercial buildings that line the service drive of a major expressway leading into downtown Detroit. But inside lies one of the most organized and complete shops in racing.
Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.
Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.
The Teams
The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.
I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.
"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."
"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."
"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."
The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.
Technology Abounds
I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.
Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.
Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.
Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.
Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.
The Teams
The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.
I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.
"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."
"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."
"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."
The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.
Technology Abounds
I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.
Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.
Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.
Tech & Trends; Alfa Romeo Solves 'Tiptronic' FoibleEngaging the 'logic' gear to improve manual automatic transmissions
Fiat SpA's Alfa Romeo acts on an astute insight into one ergonomic problem that, to now, has vexed the new breed of sequential-shift automatic transmissions: the gear lever offers the driver no perception of which gear is being used.
Many drivers of automatic-transmission vehicles equipped with a "manual" sequential-shift function - often called "Tiptronic" after the system name coined by early adopter Porsche AG - have complaints. They say the lackof aural and tactile feedback from the driveline - combined with a gear lever that remains centrally situated regardless of which gear is being employed - makes it difficult to discern one gear from the next.
This is particularly a problem for sequential-shift automatics hooked to larger-displacement, 6- or 8-cyl. engines that are too refined to give much seat-of-the-pants indication about gear selection. Drivers of sequential-shift automatics thus must drive by the tachometer or peer at a usually too-small digital gear indicator located in the gauge cluster.
Alfa Romeo solves the problem with its all-new "Q-System" 4-speed automatic for the 156: its manual-function "quadrant" effectively replicates that of a manual transmission (see diagram), with the four forward speeds arranged in the standard "H" pattern.
Rather than simply moving - or "tipping" - the gear lever forward or backward sequentially for up- or down-shifts, the Q-System's gears can be selected much like those of a manual transmission, with no need to move sequentially from one gear to the next. And because it's an automatic at heart, the Q-System, like all sequential-shift gearboxes, of course doesn't require a clutch.
Most important, the Q-System's gear lever, by moving through a distinct H-pattern, provides the driver with a quick visual confirmation of which gear is engaged. In effect, the Q-System provides for much more intuitive information about gear selection than a Tiptronic-style gear lever.
In addition, a digital display placed in the tachometer offers a readout of which gear is engaged - the only indicator with most other sequential-shift systems.
The Q-System was designed as the automatic transmission for the Alfa 156 after its launch with only manual transmissions, which means Alfa Romeo was able to engineer the H-pattern for the shifter from the onset; most sequential-shift automatics were designed to make use of an already existing automatic transmission's gear selector and console housings, making it more difficult - and costly - to incorporate a manual-transmission-replicating gearlever and shift "pattern."
Many drivers of automatic-transmission vehicles equipped with a "manual" sequential-shift function - often called "Tiptronic" after the system name coined by early adopter Porsche AG - have complaints. They say the lackof aural and tactile feedback from the driveline - combined with a gear lever that remains centrally situated regardless of which gear is being employed - makes it difficult to discern one gear from the next.
This is particularly a problem for sequential-shift automatics hooked to larger-displacement, 6- or 8-cyl. engines that are too refined to give much seat-of-the-pants indication about gear selection. Drivers of sequential-shift automatics thus must drive by the tachometer or peer at a usually too-small digital gear indicator located in the gauge cluster.
Alfa Romeo solves the problem with its all-new "Q-System" 4-speed automatic for the 156: its manual-function "quadrant" effectively replicates that of a manual transmission (see diagram), with the four forward speeds arranged in the standard "H" pattern.
Rather than simply moving - or "tipping" - the gear lever forward or backward sequentially for up- or down-shifts, the Q-System's gears can be selected much like those of a manual transmission, with no need to move sequentially from one gear to the next. And because it's an automatic at heart, the Q-System, like all sequential-shift gearboxes, of course doesn't require a clutch.
Most important, the Q-System's gear lever, by moving through a distinct H-pattern, provides the driver with a quick visual confirmation of which gear is engaged. In effect, the Q-System provides for much more intuitive information about gear selection than a Tiptronic-style gear lever.
In addition, a digital display placed in the tachometer offers a readout of which gear is engaged - the only indicator with most other sequential-shift systems.
The Q-System was designed as the automatic transmission for the Alfa 156 after its launch with only manual transmissions, which means Alfa Romeo was able to engineer the H-pattern for the shifter from the onset; most sequential-shift automatics were designed to make use of an already existing automatic transmission's gear selector and console housings, making it more difficult - and costly - to incorporate a manual-transmission-replicating gearlever and shift "pattern."
Maintenance management: Smart methods (cont.)
Note: This column is a continuation of the December, February, and April P&P maintenance columns by Christer Idhammar discussing smart corrective maintenance methods. This month, he covers some techniques in preventive and corrective maintenance for beginning to advanced readers.
MICROCANS TECHNOLOGY IS THE closest thing to a paperless maintenance system I have seen. The MicroCan is a stainless steel container about the size of a dime with a thickness of about three dimes. Inside the container is a microchip that stores information. With a handheld probe, you can touch the MicroCan and read information from it, or you can add information it.
This technology has been used for many years in security systems, car locks, maintenance management, and other applications. Many years ago, I saw a MicroCan fastened in a cow's ear. This triggered my curiosity and led me to develop a demonstration route system for preventive maintenance that was used for training and idea creation in training programs. Today, many companies are using MicroCan technology in their maintenance departments-especially for lubrication and inspection routes.
The applications for this technology are limited only by our imaginations. I have introduced it to many maintenance software suppliers without success. They apparently do not see its benefits and say that they have other solutions, including bar codes and other technology. However, bar codes can easily be damaged or painted over.The biggest obstacle with software suppliers is most probably a resistance to change.
The MicroCan technology is so effective that I am convinced we will see more and more of it in the future. If you are interested in learning more about it, you can contact Dallas Semiconductor in Dallas, Texas, and ask for a demonstration kit. We can also give you names of lubrication suppliers offering this system as part of their services.
HYGROSCOPIC BREATHERS AND FILTERS. Poor filtration and moisture in hydraulic systems and lubrication systems are costing the pulp and paper industry millions of dollars. If you keep hydraulic fluids cool and clean, hydraulic systems -to the contrary belief of American industrywill not leak as much as they do in most U.S. pulp and paper mills. If hydraulic fluids and lubrication oils are kept clean from particles bigger than five microns and there is no water content in the systems, components in these systems will have much longer life.
If you use silica-filled filters as breathers on hydraulic systems and, for example, gearboxes, you will eliminate one source of contamination. Desiccant bag filters will dry the air entering the system and filter out particles down to one micron. An indicator will change color when it is time to change the unit. More information is available from Des-Case Corp. in White House,Tenn.
I talked with a pulp and paper maintenance manager in a mill I worked with for many years. This mill used to have problems with the short life-about eight months-of small gears driving its big rotating filters and washers.After trying to solve the problem with other types of oil, the lubrication team modified the gears so that it was easy to connect a mobile filter. They also put hygroscopic filters on the gears. They have now been running the gears for six years without a problem!
HIGH INTENSITY LIGHT. We recently followed up on the results of a PM/ECCM (preventive maintenance/essential care condition monitoring) program that was implemented in two pulp and paper mills. They both used cost avoidance reports to follow up on results. A conservative estimate showed that, in both mills, savings were about ten times the cost of implementing the program in the first six months.
Most of these savings came from avoiding production losses. In one mill, 80% of all work in a shutdown was the result of inspections instead of short notice work orders. Also, one mill followed up on the methods used to identify potential problems. It showed that 73% of identified problems were detected by use of high intensity light and that another 15% were detected by the use of strobe lights. Before the program was implemented, sporadic "when-we-have-time" inspections were done using flashlights. In the initial training, the inspector trainees were introduced to better lights with a light beam of l000w. They discovered that this opened up a new world when they inspected equipment, especially when it was performed in conjunction with detailed cleaning of components.
MICROCANS TECHNOLOGY IS THE closest thing to a paperless maintenance system I have seen. The MicroCan is a stainless steel container about the size of a dime with a thickness of about three dimes. Inside the container is a microchip that stores information. With a handheld probe, you can touch the MicroCan and read information from it, or you can add information it.
This technology has been used for many years in security systems, car locks, maintenance management, and other applications. Many years ago, I saw a MicroCan fastened in a cow's ear. This triggered my curiosity and led me to develop a demonstration route system for preventive maintenance that was used for training and idea creation in training programs. Today, many companies are using MicroCan technology in their maintenance departments-especially for lubrication and inspection routes.
The applications for this technology are limited only by our imaginations. I have introduced it to many maintenance software suppliers without success. They apparently do not see its benefits and say that they have other solutions, including bar codes and other technology. However, bar codes can easily be damaged or painted over.The biggest obstacle with software suppliers is most probably a resistance to change.
The MicroCan technology is so effective that I am convinced we will see more and more of it in the future. If you are interested in learning more about it, you can contact Dallas Semiconductor in Dallas, Texas, and ask for a demonstration kit. We can also give you names of lubrication suppliers offering this system as part of their services.
HYGROSCOPIC BREATHERS AND FILTERS. Poor filtration and moisture in hydraulic systems and lubrication systems are costing the pulp and paper industry millions of dollars. If you keep hydraulic fluids cool and clean, hydraulic systems -to the contrary belief of American industrywill not leak as much as they do in most U.S. pulp and paper mills. If hydraulic fluids and lubrication oils are kept clean from particles bigger than five microns and there is no water content in the systems, components in these systems will have much longer life.
If you use silica-filled filters as breathers on hydraulic systems and, for example, gearboxes, you will eliminate one source of contamination. Desiccant bag filters will dry the air entering the system and filter out particles down to one micron. An indicator will change color when it is time to change the unit. More information is available from Des-Case Corp. in White House,Tenn.
I talked with a pulp and paper maintenance manager in a mill I worked with for many years. This mill used to have problems with the short life-about eight months-of small gears driving its big rotating filters and washers.After trying to solve the problem with other types of oil, the lubrication team modified the gears so that it was easy to connect a mobile filter. They also put hygroscopic filters on the gears. They have now been running the gears for six years without a problem!
HIGH INTENSITY LIGHT. We recently followed up on the results of a PM/ECCM (preventive maintenance/essential care condition monitoring) program that was implemented in two pulp and paper mills. They both used cost avoidance reports to follow up on results. A conservative estimate showed that, in both mills, savings were about ten times the cost of implementing the program in the first six months.
Most of these savings came from avoiding production losses. In one mill, 80% of all work in a shutdown was the result of inspections instead of short notice work orders. Also, one mill followed up on the methods used to identify potential problems. It showed that 73% of identified problems were detected by use of high intensity light and that another 15% were detected by the use of strobe lights. Before the program was implemented, sporadic "when-we-have-time" inspections were done using flashlights. In the initial training, the inspector trainees were introduced to better lights with a light beam of l000w. They discovered that this opened up a new world when they inspected equipment, especially when it was performed in conjunction with detailed cleaning of components.
Ikona to Exhibit New Gearing Products at Permian Basin International Oil Show
Ikona Gear International, Inc. (OTCBB: IKGI) ("Ikona"), an innovator in compact, lightweight, gearing systems solutions, announced today that it will be exhibiting its new gearing products for the oil industry at the upcoming 2006 Permian Basin International Oil Show.
Billed as "The World's Largest Inland Petroleum Exposition," the show will be held at the Ector County Coliseum Complex in Odessa, Texas on October 17, 18 and 19, 2006. Ikona will be located at booth E 23 and will exhibit dedicated oil & gas field machinery product designs for mud pump drives and drawworks.
Ikona COO George Stefan will attend the Odessa show with Ikona's Vice President of Business Development, Vladimir Scekic. Visitors to the Ikona booth at the Odessa show are invited to talk with Ikona's senior management team, access printed materials, and watch animated presentations of Ikona products.
"Our compact and lightweight products offer reduced maintenance requirements, competitive prices, and the best warranty in the industry -- six months longer than the competition," said Stefan. "This helps drilling companies with reducing their capital investments, operating costs, and rig relocation costs.
"As a direct result of the contacts established at the Global Petroleum Show in Calgary, AB, June 13-15, 2006, we received our first oil & gas orders, which currently are either delivered or in process of manufacturing for delivery in December 2006 and January 2007. We have successfully delivered two complete prototype gearboxes within 9 weeks from receipt of the order against an industry standard of 12 to 14 weeks delivery, thus demonstrating Ikona's superior time-to-market abilities and the strength of our supply chain."
About the Permian Basin Show
The Permian Basin International Oil Show, Inc. brings together people from every phase of the petroleum industry. Oil & Gas Leaders come to Odessa, Texas from every corner of the world to learn about the latest technology, the newest equipment, and to transact business and renew friendships. For more information go to
About Ikona Gear International, Inc.
Ikona Gear is a knowledge-based company focused on the design and manufacture of innovative and patented solutions for gearing and power transmission applications, a $100 billion market. The Ikona gear system is better, stronger, more precise and generally superior to standard gearing systems. The Company's unique, patented technology is ideally suited for deep ratio, weight and size constrained applications where often it is the only solution. The Ikona gear technology is the only technology that enables internal gear-sets with only one tooth difference, resulting in a much higher meshing of gears, and significantly higher gear ratios -- very important factors, especially in plastic gearing solutions.
Billed as "The World's Largest Inland Petroleum Exposition," the show will be held at the Ector County Coliseum Complex in Odessa, Texas on October 17, 18 and 19, 2006. Ikona will be located at booth E 23 and will exhibit dedicated oil & gas field machinery product designs for mud pump drives and drawworks.
Ikona COO George Stefan will attend the Odessa show with Ikona's Vice President of Business Development, Vladimir Scekic. Visitors to the Ikona booth at the Odessa show are invited to talk with Ikona's senior management team, access printed materials, and watch animated presentations of Ikona products.
"Our compact and lightweight products offer reduced maintenance requirements, competitive prices, and the best warranty in the industry -- six months longer than the competition," said Stefan. "This helps drilling companies with reducing their capital investments, operating costs, and rig relocation costs.
"As a direct result of the contacts established at the Global Petroleum Show in Calgary, AB, June 13-15, 2006, we received our first oil & gas orders, which currently are either delivered or in process of manufacturing for delivery in December 2006 and January 2007. We have successfully delivered two complete prototype gearboxes within 9 weeks from receipt of the order against an industry standard of 12 to 14 weeks delivery, thus demonstrating Ikona's superior time-to-market abilities and the strength of our supply chain."
About the Permian Basin Show
The Permian Basin International Oil Show, Inc. brings together people from every phase of the petroleum industry. Oil & Gas Leaders come to Odessa, Texas from every corner of the world to learn about the latest technology, the newest equipment, and to transact business and renew friendships. For more information go to
About Ikona Gear International, Inc.
Ikona Gear is a knowledge-based company focused on the design and manufacture of innovative and patented solutions for gearing and power transmission applications, a $100 billion market. The Ikona gear system is better, stronger, more precise and generally superior to standard gearing systems. The Company's unique, patented technology is ideally suited for deep ratio, weight and size constrained applications where often it is the only solution. The Ikona gear technology is the only technology that enables internal gear-sets with only one tooth difference, resulting in a much higher meshing of gears, and significantly higher gear ratios -- very important factors, especially in plastic gearing solutions.
New Breakthrough Mobil Industrial Gear Lubricants Designed to Maximize Performance
Mobilgear 600 XP Series Delivers Exceptional Protection to Reduce Wear and Increase Customers' Productivity
FAIRFAX, Va. -- ExxonMobil today announced that the new Mobilgear 600 XP Series of premium industrial gear oils will be introduced worldwide. Formulated to deliver exceptional, long-lasting protection for industrial gearboxes, Mobilgear 600 XP can help industrial companies become more competitive in global markets by raising their productivity.
"Gearbox technology has advanced significantly in recent years. As a result, maintenance professionals are demanding higher-performance gear oils that can enhance the durability and performance of gearboxes," said Jeff Biamonte, ExxonMobil's global industrial advisor. "At the same time, gear industry groups, gearbox and equipment manufacturers continue to introduce new specifications and equipment designs which impose ever higher demands on gear lubricants."
With its advanced and balanced formulation, Mobilgear 600 XP delivers exceptional performance over the long haul, even under the most demanding operating conditions, surpassing the industry's most demanding specifications, such as Flender BA Table 7300 A, DIN 51517 Part 3 and AGMA 9005 E02.
Mobilgear 600 XP is formulated to minimize wear and enhance the performance of all critical gearbox components - including gears, bearings and seals.
By providing exceptional wear protection, Mobilgear 600 XP helps control micropitting and other forms of gear wear. Its balanced formulation improves bearing and corrosion protection while remaining compatible with commonly used gearbox sealing materials. Furthermore, Mobilgear 600 XP is designed to significantly reduce the formation of oil degradation by-products that often lead to frequent oil changes.
Robert Errichello, a gear failure analysis expert and head of GEARTECH consulting firm based in the United States, stated, "All gear metallurgies are susceptible to wear, and without the appropriate lubrication, this can lead to machine failure. Gear oils need to have basestocks and additives that are properly balanced to protect against micropitting, macropitting, scuffing and corrosion."
"Maintenance and production professionals continue to seek ways to increase productivity and reduce costs by maximizing the reliability of their equipment. Mobilgear 600 XP offers them a huge advance in this quest," said Dr. Tim Nadasdi, ExxonMobil's product technical advisor.
FAIRFAX, Va. -- ExxonMobil today announced that the new Mobilgear 600 XP Series of premium industrial gear oils will be introduced worldwide. Formulated to deliver exceptional, long-lasting protection for industrial gearboxes, Mobilgear 600 XP can help industrial companies become more competitive in global markets by raising their productivity.
"Gearbox technology has advanced significantly in recent years. As a result, maintenance professionals are demanding higher-performance gear oils that can enhance the durability and performance of gearboxes," said Jeff Biamonte, ExxonMobil's global industrial advisor. "At the same time, gear industry groups, gearbox and equipment manufacturers continue to introduce new specifications and equipment designs which impose ever higher demands on gear lubricants."
With its advanced and balanced formulation, Mobilgear 600 XP delivers exceptional performance over the long haul, even under the most demanding operating conditions, surpassing the industry's most demanding specifications, such as Flender BA Table 7300 A, DIN 51517 Part 3 and AGMA 9005 E02.
Mobilgear 600 XP is formulated to minimize wear and enhance the performance of all critical gearbox components - including gears, bearings and seals.
By providing exceptional wear protection, Mobilgear 600 XP helps control micropitting and other forms of gear wear. Its balanced formulation improves bearing and corrosion protection while remaining compatible with commonly used gearbox sealing materials. Furthermore, Mobilgear 600 XP is designed to significantly reduce the formation of oil degradation by-products that often lead to frequent oil changes.
Robert Errichello, a gear failure analysis expert and head of GEARTECH consulting firm based in the United States, stated, "All gear metallurgies are susceptible to wear, and without the appropriate lubrication, this can lead to machine failure. Gear oils need to have basestocks and additives that are properly balanced to protect against micropitting, macropitting, scuffing and corrosion."
"Maintenance and production professionals continue to seek ways to increase productivity and reduce costs by maximizing the reliability of their equipment. Mobilgear 600 XP offers them a huge advance in this quest," said Dr. Tim Nadasdi, ExxonMobil's product technical advisor.
New Breakthrough Mobil Industrial Gear Lubricants Designed to Maximize Performance
Mobilgear 600 XP Series Delivers Exceptional Protection to Reduce Wear and Increase Customers' Productivity
FAIRFAX, Va. -- ExxonMobil today announced that the new Mobilgear 600 XP Series of premium industrial gear oils will be introduced worldwide. Formulated to deliver exceptional, long-lasting protection for industrial gearboxes, Mobilgear 600 XP can help industrial companies become more competitive in global markets by raising their productivity.
"Gearbox technology has advanced significantly in recent years. As a result, maintenance professionals are demanding higher-performance gear oils that can enhance the durability and performance of gearboxes," said Jeff Biamonte, ExxonMobil's global industrial advisor. "At the same time, gear industry groups, gearbox and equipment manufacturers continue to introduce new specifications and equipment designs which impose ever higher demands on gear lubricants."
With its advanced and balanced formulation, Mobilgear 600 XP delivers exceptional performance over the long haul, even under the most demanding operating conditions, surpassing the industry's most demanding specifications, such as Flender BA Table 7300 A, DIN 51517 Part 3 and AGMA 9005 E02. Mobilgear 600 XP is formulated to minimize wear and enhance the performance of all critical gearbox components - including gears, bearings and seals.
By providing exceptional wear protection, Mobilgear 600 XP helps control micropitting and other forms of gear wear. Its balanced formulation improves bearing and corrosion protection while remaining compatible with commonly used gearbox sealing materials. Furthermore, Mobilgear 600 XP is designed to significantly reduce the formation of oil degradation by-products that often lead to frequent oil changes.
Robert Errichello, a gear failure analysis expert and head of GEARTECH consulting firm based in the United States, stated, "All gear metallurgies are susceptible to wear, and without the appropriate lubrication, this can lead to machine failure. Gear oils need to have basestocks and additives that are properly balanced to protect against micropitting, macropitting, scuffing and corrosion."
"Maintenance and production professionals continue to seek ways to increase productivity and reduce costs by maximizing the reliability of their equipment. Mobilgear 600 XP offers them a huge advance in this quest," said Dr. Tim Nadasdi, ExxonMobil's product technical advisor.
FAIRFAX, Va. -- ExxonMobil today announced that the new Mobilgear 600 XP Series of premium industrial gear oils will be introduced worldwide. Formulated to deliver exceptional, long-lasting protection for industrial gearboxes, Mobilgear 600 XP can help industrial companies become more competitive in global markets by raising their productivity.
"Gearbox technology has advanced significantly in recent years. As a result, maintenance professionals are demanding higher-performance gear oils that can enhance the durability and performance of gearboxes," said Jeff Biamonte, ExxonMobil's global industrial advisor. "At the same time, gear industry groups, gearbox and equipment manufacturers continue to introduce new specifications and equipment designs which impose ever higher demands on gear lubricants."
With its advanced and balanced formulation, Mobilgear 600 XP delivers exceptional performance over the long haul, even under the most demanding operating conditions, surpassing the industry's most demanding specifications, such as Flender BA Table 7300 A, DIN 51517 Part 3 and AGMA 9005 E02. Mobilgear 600 XP is formulated to minimize wear and enhance the performance of all critical gearbox components - including gears, bearings and seals.
By providing exceptional wear protection, Mobilgear 600 XP helps control micropitting and other forms of gear wear. Its balanced formulation improves bearing and corrosion protection while remaining compatible with commonly used gearbox sealing materials. Furthermore, Mobilgear 600 XP is designed to significantly reduce the formation of oil degradation by-products that often lead to frequent oil changes.
Robert Errichello, a gear failure analysis expert and head of GEARTECH consulting firm based in the United States, stated, "All gear metallurgies are susceptible to wear, and without the appropriate lubrication, this can lead to machine failure. Gear oils need to have basestocks and additives that are properly balanced to protect against micropitting, macropitting, scuffing and corrosion."
"Maintenance and production professionals continue to seek ways to increase productivity and reduce costs by maximizing the reliability of their equipment. Mobilgear 600 XP offers them a huge advance in this quest," said Dr. Tim Nadasdi, ExxonMobil's product technical advisor.
New utility vehicle from Kubota - utility equipment
Kubota Tractor Corp., Torrance, Calif., has announced the development of its first utility vehicle, the RTV900. Designed for general purpose, worksite, turf and recreational applications, the new unity vehicle is available in four configurations and incorporates the same technology used on the company's tractors, which have been sold in the U.S. for more than 30 years.
Kubota entered the utility vehicle market based on the growing trends of utility vehicles and the resources it already had to produce the vehicles, said James Burnside, product manager at Kubota. "We are going to grow this business. This is going to be big growth for Kubota this year."
After three years in development, Kubota began production on the vehicles in Gainesville, Ga. Full production was slated to begin in January.
While the company may have aimed for commonality between its new utility vehicle and its tractors in many areas, Burnside said the Kubota D902 diesel engine was designed specifically for the RTV900 utility vehicle. The three-cylinder, OHV, liquid-cooled engine has an 898 cc displacement on a bore and stroke of 2.83 in. x 2.90 in. and is rated 21.6 hp. The engine features a half float valve cover with a rubber ring gasket to seal and isolate vibration and reduce noise throughout the crankcase, the company said. Engine cooling is provided by a Denso radiator.
The vehicle's ground drive is a hydrostatic transmission (HST) system that incorporates a shaft-driven pump, mounted to the engine block, that de livers power to a single motor. Kubota built the RTV900 vehicle's HST from the design used in its tractors. "We used the knowledge that we know on hydrostatic and tractors and built a hydrostatic transmission to function in a utility vehicle," said Burnside.
In order for the HST to provide the same low-end torque as Kubota's tractors, a second variable displacement motor is driven off the main pump. Hydraulic flow is provided to this motor through a swashplate that automatically opens when the system senses the HST is beyond its limit, the company said. Hydraulic flow can also be manually directed to the second motor by selecting the low gear range. A foot-operated pedal controls gear selection by changing the gear ratio in the trans mission through a clutchless gear shift. Vehicle operation is also available in mid- and high-speed modes.
Both two- and four-wheel drive is standard on the vehicle, "because we already make our own transmission, gears and gearboxes for all our four-wheel drive tractors," said Burnside. "To take it out of the vehicle was insignificant." Four-wheel drive is activated by a single lever inside the cab.
An independent suspension is mounted to the front axle and rear semi-independent suspension is mounted to the rear axle. The rear axle has a flexible bend to achieve semi-independent movement in the Titan International Inc. tires. Tire options include four-ply turf, six-ply knobby, heavy-duty or ATV
Also taken from its tractor line, is Kubota's power steering and wet disc brakes. The power steering is driven off the engine by a hydraulic cylinder. The brakes prevent free-wheeling during downhill travel, the company said. Additional braking is achieved by a rear wheel, hand lever parking brake.
The four configurations of the RTV900 vehicle include a general purpose model used for light labor with the option of knobby, turf or heavy-duty tires. The work site model features a hydraulic bed lift, grill guard and heavy-duty tires for application in general construction projects. The turf model, with the same features as the work site model, has a rear remote valve to run hydraulic implements for golf and landscape projects and turf style tires. The camo model is designed for the sportsman with protective grill guard, ATV tires and real tree camouflage coloring. All other models are available in Kubota's signature orange color.
Kubota entered the utility vehicle market based on the growing trends of utility vehicles and the resources it already had to produce the vehicles, said James Burnside, product manager at Kubota. "We are going to grow this business. This is going to be big growth for Kubota this year."
After three years in development, Kubota began production on the vehicles in Gainesville, Ga. Full production was slated to begin in January.
While the company may have aimed for commonality between its new utility vehicle and its tractors in many areas, Burnside said the Kubota D902 diesel engine was designed specifically for the RTV900 utility vehicle. The three-cylinder, OHV, liquid-cooled engine has an 898 cc displacement on a bore and stroke of 2.83 in. x 2.90 in. and is rated 21.6 hp. The engine features a half float valve cover with a rubber ring gasket to seal and isolate vibration and reduce noise throughout the crankcase, the company said. Engine cooling is provided by a Denso radiator.
The vehicle's ground drive is a hydrostatic transmission (HST) system that incorporates a shaft-driven pump, mounted to the engine block, that de livers power to a single motor. Kubota built the RTV900 vehicle's HST from the design used in its tractors. "We used the knowledge that we know on hydrostatic and tractors and built a hydrostatic transmission to function in a utility vehicle," said Burnside.
In order for the HST to provide the same low-end torque as Kubota's tractors, a second variable displacement motor is driven off the main pump. Hydraulic flow is provided to this motor through a swashplate that automatically opens when the system senses the HST is beyond its limit, the company said. Hydraulic flow can also be manually directed to the second motor by selecting the low gear range. A foot-operated pedal controls gear selection by changing the gear ratio in the trans mission through a clutchless gear shift. Vehicle operation is also available in mid- and high-speed modes.
Both two- and four-wheel drive is standard on the vehicle, "because we already make our own transmission, gears and gearboxes for all our four-wheel drive tractors," said Burnside. "To take it out of the vehicle was insignificant." Four-wheel drive is activated by a single lever inside the cab.
An independent suspension is mounted to the front axle and rear semi-independent suspension is mounted to the rear axle. The rear axle has a flexible bend to achieve semi-independent movement in the Titan International Inc. tires. Tire options include four-ply turf, six-ply knobby, heavy-duty or ATV
Also taken from its tractor line, is Kubota's power steering and wet disc brakes. The power steering is driven off the engine by a hydraulic cylinder. The brakes prevent free-wheeling during downhill travel, the company said. Additional braking is achieved by a rear wheel, hand lever parking brake.
The four configurations of the RTV900 vehicle include a general purpose model used for light labor with the option of knobby, turf or heavy-duty tires. The work site model features a hydraulic bed lift, grill guard and heavy-duty tires for application in general construction projects. The turf model, with the same features as the work site model, has a rear remote valve to run hydraulic implements for golf and landscape projects and turf style tires. The camo model is designed for the sportsman with protective grill guard, ATV tires and real tree camouflage coloring. All other models are available in Kubota's signature orange color.
Gear Grinder rough and finish grinds gears in one setup
Built on mineral-filled cast polymer base, 6-axis GS:G2 produces gears from 1-12 in. dia, employs near net-shaped or hobbed gears, and requires 15 min of setup. Machine requires users to install proper tooling and enter part form, dress, and grind parameters into control in order to start-up new jobs, while menu-driven screens and Gear Smart(TM) Programming facilitate operation. Product features dual wheel machining and infinitely variable wheel speeds and feeds.
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Sometimes a new machine is just destined to happen. Markets evolve, new technologies emerge, and an experienced machine tool builder seizes the opportunity. The result: the right machine, at the right time, at the right price.
Drake Manufacturing in Warren, OH is putting the finishing touches on a highly productive 6-axis gear grinder that will be grinding quality parts after just 15-minutes of setup. Best part is - like Drake's other gear and thread manufacturing machines - it's priced to provide high return on investment for the job shop owner as well as the large, automotive supplier.
Drake is best known for its line of CNC gear hobbers, thread and worm grinders, rack mills and bore grinders. The GS:G2 is a machine that blends the best of Drake's specialty grinding and gear making expertise.
As the basis of competition in the power transmission and speed reducer markets increasingly shifts toward quiet operation and efficiency, more and more manufacturers are calling for precision ground gears. The Drake GS:G2 enables manufacturers to source near net-shaped or hobbed gears from low-cost suppliers and still control the final product quality. "This is a high value-added grinder, that with minimal capital outlay, can help our customers remain globally competitive for years to come," said Stig Mowatt-Larssen, Drake's Manager of Research and Development.
A flexible grinder
The GS:G2 has the flexibility and capability to handle a variety of grinding roles: job shop work, manufacturing cell environments, high volume grinding - even prototype work. Fast changeovers with menu-driven setup screens-no more change gears or dressing thread wheels-make it easy to switch from job to job.
Ideal customers for the Drake GS:G2 are manufacturers and suppliers of industrial, off-highway and heavy equipment power transmissions, speed reducers, and gearboxes. Actually, anyone who is producing gears and has wanted ground gears but thought an affordable gear grinder was unobtainable is a potential customer. Drake Manufacturing Services made CNC thread grinders affordable 20 years ago and is now working to do the same in gear grinding. "We want to take the mystery out of gear grinding and make that technology widely available and less intimidating," said Michael Hughes, Systems Engineer at Drake.
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Sometimes a new machine is just destined to happen. Markets evolve, new technologies emerge, and an experienced machine tool builder seizes the opportunity. The result: the right machine, at the right time, at the right price.
Drake Manufacturing in Warren, OH is putting the finishing touches on a highly productive 6-axis gear grinder that will be grinding quality parts after just 15-minutes of setup. Best part is - like Drake's other gear and thread manufacturing machines - it's priced to provide high return on investment for the job shop owner as well as the large, automotive supplier.
Drake is best known for its line of CNC gear hobbers, thread and worm grinders, rack mills and bore grinders. The GS:G2 is a machine that blends the best of Drake's specialty grinding and gear making expertise.
As the basis of competition in the power transmission and speed reducer markets increasingly shifts toward quiet operation and efficiency, more and more manufacturers are calling for precision ground gears. The Drake GS:G2 enables manufacturers to source near net-shaped or hobbed gears from low-cost suppliers and still control the final product quality. "This is a high value-added grinder, that with minimal capital outlay, can help our customers remain globally competitive for years to come," said Stig Mowatt-Larssen, Drake's Manager of Research and Development.
A flexible grinder
The GS:G2 has the flexibility and capability to handle a variety of grinding roles: job shop work, manufacturing cell environments, high volume grinding - even prototype work. Fast changeovers with menu-driven setup screens-no more change gears or dressing thread wheels-make it easy to switch from job to job.
Ideal customers for the Drake GS:G2 are manufacturers and suppliers of industrial, off-highway and heavy equipment power transmissions, speed reducers, and gearboxes. Actually, anyone who is producing gears and has wanted ground gears but thought an affordable gear grinder was unobtainable is a potential customer. Drake Manufacturing Services made CNC thread grinders affordable 20 years ago and is now working to do the same in gear grinding. "We want to take the mystery out of gear grinding and make that technology widely available and less intimidating," said Michael Hughes, Systems Engineer at Drake.
Motorized Pulleys offer integrated shaft encoder
BDL motorized pulleys allow conveyor system operators to synchronize product movements. Shaft encoders utilize SKF or SNR pulse outputs to monitor motorized pulley movement and control conveyor belt speed, position, torque, and rotational direction. Accurate conveyor belt movements, up to [+ or -]0.0002 in. at speeds of 19-500 fpm, are achievable. Mounted with 2 brackets, pulleys range from 3.18-12.6 in. in diameter with face widths from 7.8-67 in.
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Motorized pulleys with integrated shaft encoders, that allow conveyor system operators to accurately synchronize product movements, are available from BDL America, Wilmington, N.C. The encoders utilize either SKF or SNR pulse outputs to precisely monitor motorized pulley movement to control conveyor belt speed, position, torque and rotational direction. The motorized pulleys have been successfully applied in applications requiring properly timed conveyor movement, such as: positioning, dispensing, adjusting, cutting, tape winding, pick and place operations, and constant speed applications, among others.
The encoders are hermetically sealed within a stainless steel housing, eliminating the possibility of external influences and providing an extremely reliable control system. Accurate conveyor belt movements up to [+ or -]0.0002-inches at speeds of 19 to 500 fpm are achievable with the motorized pulley and integrated encoder design. The motorized pulleys are protected from dust and moisture, meeting class IP66 and IP67 standards. The integrated encoders are available on the complete line of BDL motorized pulleys ranging from diameters of 3.18 to 12.6 inches, and face widths from 7.8 to 67 inches. Power from the motor is transmitted through the gearbox which is coupled to a geared rim fixed to the drum and housing.
Mounted with just two (2) brackets, there is no need for multiple parts - and multiple vendors. Ordering and installation are quick and easy requiring less than half the time needed to install external drives. The motorized pulley requires no external component maintenance.
Motorized pulleys in the BDL family feature durable steel gears with precision cut and honed teeth - reducing noise levels to only 50dB to meet OSHA requirements. Efficient and reliable, the motors run at 96 percent efficiency, saving up to 32 percent (unloaded) and 47 percent (loaded) on power consumption when compared to exposed drives.
The motor's compact design eliminates all external parts, such as: motors, gearboxes, chains or belts, pillow block bearings and associated guards. Virtually maintenance-free, the units only require an oil change after 50,000 hours of operation and the oil change can be performed without removing the motorized pulley from the conveyor.
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Motorized pulleys with integrated shaft encoders, that allow conveyor system operators to accurately synchronize product movements, are available from BDL America, Wilmington, N.C. The encoders utilize either SKF or SNR pulse outputs to precisely monitor motorized pulley movement to control conveyor belt speed, position, torque and rotational direction. The motorized pulleys have been successfully applied in applications requiring properly timed conveyor movement, such as: positioning, dispensing, adjusting, cutting, tape winding, pick and place operations, and constant speed applications, among others.
The encoders are hermetically sealed within a stainless steel housing, eliminating the possibility of external influences and providing an extremely reliable control system. Accurate conveyor belt movements up to [+ or -]0.0002-inches at speeds of 19 to 500 fpm are achievable with the motorized pulley and integrated encoder design. The motorized pulleys are protected from dust and moisture, meeting class IP66 and IP67 standards. The integrated encoders are available on the complete line of BDL motorized pulleys ranging from diameters of 3.18 to 12.6 inches, and face widths from 7.8 to 67 inches. Power from the motor is transmitted through the gearbox which is coupled to a geared rim fixed to the drum and housing.
Mounted with just two (2) brackets, there is no need for multiple parts - and multiple vendors. Ordering and installation are quick and easy requiring less than half the time needed to install external drives. The motorized pulley requires no external component maintenance.
Motorized pulleys in the BDL family feature durable steel gears with precision cut and honed teeth - reducing noise levels to only 50dB to meet OSHA requirements. Efficient and reliable, the motors run at 96 percent efficiency, saving up to 32 percent (unloaded) and 47 percent (loaded) on power consumption when compared to exposed drives.
The motor's compact design eliminates all external parts, such as: motors, gearboxes, chains or belts, pillow block bearings and associated guards. Virtually maintenance-free, the units only require an oil change after 50,000 hours of operation and the oil change can be performed without removing the motorized pulley from the conveyor.
An introduction to SMALL MODELS
When you were a kid, did you ever dream of controlling your rubber-powered creations? And now, do you wish that you could build a plane in your living room while watching TV? Micro models take up less space than their larger counterparts, can be less expensive, take less time to build and can even be flown indoors! So what are you waiting for? Read on to see how easy it is to join the fun.
The field of micro RC models is rapidly developing, with new products and dealers showing up almost daily. For our purposes, "micro" refers to planes that weigh 2 ounces or less and that use radio and power systems that don't weigh more than 1 ounce combined. Another characteristic of the micro model is that it can use a single Li-poly cell for power. There are a variety of ready-to-fly models available from several dealers as well as quite a selection of kits designed for micro RC. Meanwhile, many modelers have had fine success converting small, rubber-band-powered models to micro RC. A good selection of plans is available for scratch-builders, ranging from simple stick fuselage models to more elaborate scale projects. A good start for plan projects are the Model Airplane News downloads, and many others are available from rcstore.com. Meanwhile, a number of modelers have successfully resized plans from older magazines at photocopy stores that have this capability.
Assuming you have selected the model, let's go over some of the equipment options available and look at a few features and compatibility.
RADIO GEAR
Receivers. Several types of receiver are currently being produced for the micro market. In general, all of them incorporate an electronic speed control (ESC) for small brushed motors. The ratings on these ESC circuits vary, so you need to make sure that the ESC can handle the motor selected. All of the current receivers are designed to operate from a single Li-poly cell (or equivalent voltage, if you're using Ni-Cd or NiMH batteries). At least one of the receivers, the Plantraco HXF900, operates on the 90OMHz frequency band, which eliminates all conflicts with equipment on lower frequencies (of course, you must use Plantraco's matching HFX900 transmitter). Several of the receivers are relatively wide band, and to function without interference, they require that adjacent channels not be in use. Others are narrowband and can operate safely in a crowded environment.
Most of the available receivers can drive actuators directly, while several have outputs that can drive servos. A few are capable of handling brushless motors' speed controls along with other features. The market is changing rapidly, so it pays to compare features and prices.
Actuators. In general, all of the actuators being produced for the micro market are designed along the same lines and operate in the same way. A coil is wired to a special driver in the receiver, in which a proportional voltage is generated depending on the transmitter-stick position. A magnet pivots within this coil and moves in response to the changing voltage. With the proper centering setup, the movement of the magnet is truly proportional to the transmitter stick. The primary difference in these actuators is their size. The smallest weigh only a few tenths of a gram and produce very light forces. Larger units can weigh several grams and operate the controls on larger or faster models.
The field of micro RC models is rapidly developing, with new products and dealers showing up almost daily. For our purposes, "micro" refers to planes that weigh 2 ounces or less and that use radio and power systems that don't weigh more than 1 ounce combined. Another characteristic of the micro model is that it can use a single Li-poly cell for power. There are a variety of ready-to-fly models available from several dealers as well as quite a selection of kits designed for micro RC. Meanwhile, many modelers have had fine success converting small, rubber-band-powered models to micro RC. A good selection of plans is available for scratch-builders, ranging from simple stick fuselage models to more elaborate scale projects. A good start for plan projects are the Model Airplane News downloads, and many others are available from rcstore.com. Meanwhile, a number of modelers have successfully resized plans from older magazines at photocopy stores that have this capability.
Assuming you have selected the model, let's go over some of the equipment options available and look at a few features and compatibility.
RADIO GEAR
Receivers. Several types of receiver are currently being produced for the micro market. In general, all of them incorporate an electronic speed control (ESC) for small brushed motors. The ratings on these ESC circuits vary, so you need to make sure that the ESC can handle the motor selected. All of the current receivers are designed to operate from a single Li-poly cell (or equivalent voltage, if you're using Ni-Cd or NiMH batteries). At least one of the receivers, the Plantraco HXF900, operates on the 90OMHz frequency band, which eliminates all conflicts with equipment on lower frequencies (of course, you must use Plantraco's matching HFX900 transmitter). Several of the receivers are relatively wide band, and to function without interference, they require that adjacent channels not be in use. Others are narrowband and can operate safely in a crowded environment.
Most of the available receivers can drive actuators directly, while several have outputs that can drive servos. A few are capable of handling brushless motors' speed controls along with other features. The market is changing rapidly, so it pays to compare features and prices.
Actuators. In general, all of the actuators being produced for the micro market are designed along the same lines and operate in the same way. A coil is wired to a special driver in the receiver, in which a proportional voltage is generated depending on the transmitter-stick position. A magnet pivots within this coil and moves in response to the changing voltage. With the proper centering setup, the movement of the magnet is truly proportional to the transmitter stick. The primary difference in these actuators is their size. The smallest weigh only a few tenths of a gram and produce very light forces. Larger units can weigh several grams and operate the controls on larger or faster models.
New utility vehicle from Kubota - utility equipment
Kubota Tractor Corp., Torrance, Calif., has announced the development of its first utility vehicle, the RTV900. Designed for general purpose, worksite, turf and recreational applications, the new unity vehicle is available in four configurations and incorporates the same technology used on the company's tractors, which have been sold in the U.S. for more than 30 years.
Kubota entered the utility vehicle market based on the growing trends of utility vehicles and the resources it already had to produce the vehicles, said James Burnside, product manager at Kubota. "We are going to grow this business. This is going to be big growth for Kubota this year."
After three years in development, Kubota began production on the vehicles in Gainesville, Ga. Full production was slated to begin in January.
While the company may have aimed for commonality between its new utility vehicle and its tractors in many areas, Burnside said the Kubota D902 diesel engine was designed specifically for the RTV900 utility vehicle. The three-cylinder, OHV, liquid-cooled engine has an 898 cc displacement on a bore and stroke of 2.83 in. x 2.90 in. and is rated 21.6 hp. The engine features a half float valve cover with a rubber ring gasket to seal and isolate vibration and reduce noise throughout the crankcase, the company said. Engine cooling is provided by a Denso radiator The vehicle's ground drive is a hydrostatic transmission (HST) system that incorporates a shaft-driven pump, mounted to the engine block, that de livers power to a single motor. Kubota built the RTV900 vehicle's HST from the design used in its tractors. "We used the knowledge that we know on hydrostatic and tractors and built a hydrostatic transmission to function in a utility vehicle," said Burnside.
In order for the HST to provide the same low-end torque as Kubota's tractors, a second variable displacement motor is driven off the main pump. Hydraulic flow is provided to this motor through a swashplate that automatically opens when the system senses the HST is beyond its limit, the company said. Hydraulic flow can also be manually directed to the second motor by selecting the low gear range. A foot-operated pedal controls gear selection by changing the gear ratio in the trans mission through a clutchless gear shift. Vehicle operation is also available in mid- and high-speed modes.
Both two- and four-wheel drive is standard on the vehicle, "because we already make our own transmission, gears and gearboxes for all our four-wheel drive tractors," said Burnside. "To take it out of the vehicle was insignificant." Four-wheel drive is activated by a single lever inside the cab.
An independent suspension is mounted to the front axle and rear semi-independent suspension is mounted to the rear axle. The rear axle has a flexible bend to achieve semi-independent movement in the Titan International Inc. tires. Tire options include four-ply turf, six-ply knobby, heavy-duty or ATV
Also taken from its tractor line, is Kubota's power steering and wet disc brakes. The power steering is driven off the engine by a hydraulic cylinder. The brakes prevent free-wheeling during downhill travel, the company said. Additional braking is achieved by a rear wheel, hand lever parking brake.
The four configurations of the RTV900 vehicle include a general purpose model used for light labor with the option of knobby, turf or heavy-duty tires. The work site model features a hydraulic bed lift, grill guard and heavy-duty tires for application in general construction projects. The turf model, with the same features as the work site model, has a rear remote valve to run hydraulic implements for golf and landscape projects and turf style tires. The camo model is designed for the sportsman with protective grill guard, ATV tires and real tree camouflage coloring. All other models are available in Kubota's signature orange color.
Kubota entered the utility vehicle market based on the growing trends of utility vehicles and the resources it already had to produce the vehicles, said James Burnside, product manager at Kubota. "We are going to grow this business. This is going to be big growth for Kubota this year."
After three years in development, Kubota began production on the vehicles in Gainesville, Ga. Full production was slated to begin in January.
While the company may have aimed for commonality between its new utility vehicle and its tractors in many areas, Burnside said the Kubota D902 diesel engine was designed specifically for the RTV900 utility vehicle. The three-cylinder, OHV, liquid-cooled engine has an 898 cc displacement on a bore and stroke of 2.83 in. x 2.90 in. and is rated 21.6 hp. The engine features a half float valve cover with a rubber ring gasket to seal and isolate vibration and reduce noise throughout the crankcase, the company said. Engine cooling is provided by a Denso radiator The vehicle's ground drive is a hydrostatic transmission (HST) system that incorporates a shaft-driven pump, mounted to the engine block, that de livers power to a single motor. Kubota built the RTV900 vehicle's HST from the design used in its tractors. "We used the knowledge that we know on hydrostatic and tractors and built a hydrostatic transmission to function in a utility vehicle," said Burnside.
In order for the HST to provide the same low-end torque as Kubota's tractors, a second variable displacement motor is driven off the main pump. Hydraulic flow is provided to this motor through a swashplate that automatically opens when the system senses the HST is beyond its limit, the company said. Hydraulic flow can also be manually directed to the second motor by selecting the low gear range. A foot-operated pedal controls gear selection by changing the gear ratio in the trans mission through a clutchless gear shift. Vehicle operation is also available in mid- and high-speed modes.
Both two- and four-wheel drive is standard on the vehicle, "because we already make our own transmission, gears and gearboxes for all our four-wheel drive tractors," said Burnside. "To take it out of the vehicle was insignificant." Four-wheel drive is activated by a single lever inside the cab.
An independent suspension is mounted to the front axle and rear semi-independent suspension is mounted to the rear axle. The rear axle has a flexible bend to achieve semi-independent movement in the Titan International Inc. tires. Tire options include four-ply turf, six-ply knobby, heavy-duty or ATV
Also taken from its tractor line, is Kubota's power steering and wet disc brakes. The power steering is driven off the engine by a hydraulic cylinder. The brakes prevent free-wheeling during downhill travel, the company said. Additional braking is achieved by a rear wheel, hand lever parking brake.
The four configurations of the RTV900 vehicle include a general purpose model used for light labor with the option of knobby, turf or heavy-duty tires. The work site model features a hydraulic bed lift, grill guard and heavy-duty tires for application in general construction projects. The turf model, with the same features as the work site model, has a rear remote valve to run hydraulic implements for golf and landscape projects and turf style tires. The camo model is designed for the sportsman with protective grill guard, ATV tires and real tree camouflage coloring. All other models are available in Kubota's signature orange color.
American Gear Manufacturers Association
The American Gear Manufacturers Association (AGMA) will sponsor an exhibit pavilion for its members at the 2008 IFPE--International Exposition for Power Transmission. AGMA will also promote the show as an IFPE 2008 supporting organization. IFPE 2008 will be held March 11-15, 2008, at the Las Vegas Convention Center in Las Vegas, Nev., and will be North America's largest exposition and technical conference for hydraulic, pneumatic, electrical and mechanical power transmission components, systems and controls. AGMA members primarily manufacture gears, gearboxes, flexible couplings or mechanical power transmission equipment or components; supply machine tools, cutting tools and other capital equipment to the gear manufacturing industry; or offer supplies or services such as gear blanks, lubricants, heat treating and grinding.
Gear Grinder rough and finish grinds gears in one setup
Built on mineral-filled cast polymer base, 6-axis GS:G2 produces gears from 1-12 in. dia, employs near net-shaped or hobbed gears, and requires 15 min of setup. Machine requires users to install proper tooling and enter part form, dress, and grind parameters into control in order to start-up new jobs, while menu-driven screens and Gear Smart(TM) Programming facilitate operation. Product features dual wheel machining and infinitely variable wheel speeds and feeds.
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Sometimes a new machine is just destined to happen. Markets evolve, new technologies emerge, and an experienced machine tool builder seizes the opportunity. The result: the right machine, at the right time, at the right price.
Drake Manufacturing in Warren, OH is putting the finishing touches on a highly productive 6-axis gear grinder that will be grinding quality parts after just 15-minutes of setup. Best part is - like Drake's other gear and thread manufacturing machines - it's priced to provide high return on investment for the job shop owner as well as the large, automotive supplier.
Drake is best known for its line of CNC gear hobbers, thread and worm grinders, rack mills and bore grinders. The GS:G2 is a machine that blends the best of Drake's specialty grinding and gear making expertise.
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Sometimes a new machine is just destined to happen. Markets evolve, new technologies emerge, and an experienced machine tool builder seizes the opportunity. The result: the right machine, at the right time, at the right price.
Drake Manufacturing in Warren, OH is putting the finishing touches on a highly productive 6-axis gear grinder that will be grinding quality parts after just 15-minutes of setup. Best part is - like Drake's other gear and thread manufacturing machines - it's priced to provide high return on investment for the job shop owner as well as the large, automotive supplier.
Drake is best known for its line of CNC gear hobbers, thread and worm grinders, rack mills and bore grinders. The GS:G2 is a machine that blends the best of Drake's specialty grinding and gear making expertise.
Right-angle drives have all applications covered
Davall Stock Gears has released a new series of right angle drives, a worm and worm-wheel gear speed reducer. The series comprises seven standard sizes of gearbox, with reduction ratios between 7:1 and 102:1, power ratings from 0.12 to 4kW, which can provide 15 to 850Nm output torque. The reduction ratios can be increased significantly when mounting two reducers together to provide up to 9792:1 in a combination unit.
The core product is based around a simple, sealed for life, modular design, comprising of an innovative two piece aluminium casing, vacuum impregnated (to seal and protect) with Resinol RT, ground and case hardened alloy steel worm and a bronze alloy wheel.
The high-speed input shaft is supported with two oversized bearings, ideal for frequent start or reversing applications, whilst the slower speed shaft has oversized bearings to accommodate maximum output bore (or shaft) diameters, and the housing is sealed using high temperature nitrile seals.
Critical exterior surfaces are precision machined to enable a variety of mounting accessories to be attached, for example, either an IEC or NEMA C flange motor adapter, output torque arm.
The series has been developed to provide as many additional engineering features as might be required to design a drive, without the necessary delay and expense of a custom gearbox.
The product range is suitable for use in all applications, and is also available on request, either certified to ATEX Category 2 and ATEX Category 3 or with stainless steel components for food environments.
Designed primarily for the European market, metric configuration, there is the unusual option of standard products focused toward the significant North American market, based around imperial dimensions.
After market service is available through a global network of distributors and agents.
The series has been developed to replicate the critical dimensions of other popular gearboxes currently available.
The core product is based around a simple, sealed for life, modular design, comprising of an innovative two piece aluminium casing, vacuum impregnated (to seal and protect) with Resinol RT, ground and case hardened alloy steel worm and a bronze alloy wheel.
The high-speed input shaft is supported with two oversized bearings, ideal for frequent start or reversing applications, whilst the slower speed shaft has oversized bearings to accommodate maximum output bore (or shaft) diameters, and the housing is sealed using high temperature nitrile seals.
Critical exterior surfaces are precision machined to enable a variety of mounting accessories to be attached, for example, either an IEC or NEMA C flange motor adapter, output torque arm.
The series has been developed to provide as many additional engineering features as might be required to design a drive, without the necessary delay and expense of a custom gearbox.
The product range is suitable for use in all applications, and is also available on request, either certified to ATEX Category 2 and ATEX Category 3 or with stainless steel components for food environments.
Designed primarily for the European market, metric configuration, there is the unusual option of standard products focused toward the significant North American market, based around imperial dimensions.
After market service is available through a global network of distributors and agents.
The series has been developed to replicate the critical dimensions of other popular gearboxes currently available.
Two speed clutches feature on combination lathe
The effectiveness of ZF Industrial's two-speed products in providing improved performance from machine tools has been underlined recently with the adoption by Colchester, part of 600 Group, of ZF two speed clutches on what is claimed to be the world's most technically advanced combination lathe. The lathe is the new Combi K, which was unveiled for the first time at MACH 2000. Designed for manual, electronic and full CNC operation, the Combi K is a two-axis machine offering a host of innovative features, not least its unique 30 degree slant bed design, which puts an end to swarf debris accumulation and the damage that it can cause.
The design of the Combi K is a true synergy of ergonomics, technical innovation, flexibility and cost effectiveness.
The machine is modular in concept to allow for any size of bed length, and employs only high performance "lean turn" components in an integrated approach that allows cost compression.
One of the key components in this lean turn approach is ZF's gearless, self-contained two-speed clutch/pulley unit assembly, which in combination with a custom-developed, wide range, high performance motor offers a 20:1 constant power band.
"The ZF two speed clutch provides us with a convenient and inexpensive way of achieving a two speed machine with a wider spread of power and without the added cost and complexity of gears," say Colchester's Technical Director, Peter Cook.
"The system is more cost effective, quieter, more reliable, and certainly more time efficient for the operator as the time for changing speed ranges is considerably reduced.
"Colchester is the latest machine tool manufacturer to realise the cost and convenience benefits of our two speed products," commented ZF's Account Manager, Rob Pearson.
"The products are the ideal OEM component for modern machine tools.
They provide full power across the widest range of speeds, are compact and easy to install, are essentially maintenance free and remove the need to use large, and expensive, motors - and gearboxes."
"In addition to two speed clutches, the range also includes a two speed gearbox which is being used by many machine tool manufacturers across the world.
These are being increasingly adopted because they provide constant power across the speed range of a machine tool, right down to a common base speed of 375rpm.
This enables machine tool builders to standardise on their machine construction, and to reduce costs and build times, because the same mechanical arrangement can always to be used, irrespective of the maximum speed requirement.
The design of the Combi K is a true synergy of ergonomics, technical innovation, flexibility and cost effectiveness.
The machine is modular in concept to allow for any size of bed length, and employs only high performance "lean turn" components in an integrated approach that allows cost compression.
One of the key components in this lean turn approach is ZF's gearless, self-contained two-speed clutch/pulley unit assembly, which in combination with a custom-developed, wide range, high performance motor offers a 20:1 constant power band.
"The ZF two speed clutch provides us with a convenient and inexpensive way of achieving a two speed machine with a wider spread of power and without the added cost and complexity of gears," say Colchester's Technical Director, Peter Cook.
"The system is more cost effective, quieter, more reliable, and certainly more time efficient for the operator as the time for changing speed ranges is considerably reduced.
"Colchester is the latest machine tool manufacturer to realise the cost and convenience benefits of our two speed products," commented ZF's Account Manager, Rob Pearson.
"The products are the ideal OEM component for modern machine tools.
They provide full power across the widest range of speeds, are compact and easy to install, are essentially maintenance free and remove the need to use large, and expensive, motors - and gearboxes."
"In addition to two speed clutches, the range also includes a two speed gearbox which is being used by many machine tool manufacturers across the world.
These are being increasingly adopted because they provide constant power across the speed range of a machine tool, right down to a common base speed of 375rpm.
This enables machine tool builders to standardise on their machine construction, and to reduce costs and build times, because the same mechanical arrangement can always to be used, irrespective of the maximum speed requirement.
Range comprises 133 standard gear products
As its latest all-product catalogue confirms, Japan's leading manufacturer of gear products, KHK, continues to expand its range. This new publication introduces several new products and reinforces KHK's status as a comprehensive single source supplier. The full KHK product programme is supplied in the UK by sole distributor RA Rodriguez from whom the new KHK 3009 product guide and technical databook is also now available.
The 382-page book has been designed for easy reference and to complement the company's web-based catalogue.
The range now comprises 133 standard gear products and more than 4000 individual items.
Several new additions appear in this issue including an expanded range of racks, three types of bevel gearboxes and a new K-clamp for spur gears.
The 382-page book has been designed for easy reference and to complement the company's web-based catalogue.
The range now comprises 133 standard gear products and more than 4000 individual items.
Several new additions appear in this issue including an expanded range of racks, three types of bevel gearboxes and a new K-clamp for spur gears.
Igus (UK) can provide a multitude of high-performance plastic bearing alternatives for the automotive industry. Igus tailor-made materials and solutio
The new MCA range of brushless maintenance-free servomotors comprises 19 models across frame size 56 to 112, with a choice between natural ventilation and forced cooling. Standard options are brakes, resolvers, encoders and plug or terminal box connection. Enclosure is to IP54 but can be readily upgraded to IP65 on request.
Compared to synchronous motors, asynchronous models are more robust and the MCA series has particularly high overload capacities from five to more than ten times nominal torque.
Costs are lower as the construction does not use expensive rare-earth magnets.
Sizes are generally larger which leads to higher inertias and a performance that is less dynamic but still suiting most applications.
A further advantage is the ability to run at high speeds through field weakening, up to 8000rev/min on the MCA range.
Rated output torques range from 2 to 55Nm at speeds of 2000 to 4000rev/min.
The addition of a rear mounted blower increases the torque on a given frame size by a factor of two or more.
Lenze offers UL conformity as standard for the North American market, and a full range of pre-assembled system cables to speed installation.
An almost infinite range of solutions can be specified by combining MCA motors with Lenze G-motion gearboxes.
These include inline planetary gears with rated outputs up to 1000Nm, as well as helical and right-angle bevel designs.
Gear ratios are possible between 1.6 and 412.
Many combinations can be built from stock parts for fast delivery, and low backlash of typically 6-10arc-min is available.
Compared to synchronous motors, asynchronous models are more robust and the MCA series has particularly high overload capacities from five to more than ten times nominal torque.
Costs are lower as the construction does not use expensive rare-earth magnets.
Sizes are generally larger which leads to higher inertias and a performance that is less dynamic but still suiting most applications.
A further advantage is the ability to run at high speeds through field weakening, up to 8000rev/min on the MCA range.
Rated output torques range from 2 to 55Nm at speeds of 2000 to 4000rev/min.
The addition of a rear mounted blower increases the torque on a given frame size by a factor of two or more.
Lenze offers UL conformity as standard for the North American market, and a full range of pre-assembled system cables to speed installation.
An almost infinite range of solutions can be specified by combining MCA motors with Lenze G-motion gearboxes.
These include inline planetary gears with rated outputs up to 1000Nm, as well as helical and right-angle bevel designs.
Gear ratios are possible between 1.6 and 412.
Many combinations can be built from stock parts for fast delivery, and low backlash of typically 6-10arc-min is available.
Plastic bearings offer automotive alternatives
Igus (UK) can provide a multitude of high-performance plastic bearing alternatives for the automotive industry. Igus tailor-made materials and solutions deliver a longer life at a lower cost with bearings designed for specific automotive applications, including: convertible tops; door hinges; chassis (shock absorbers, brakes and control arms); seats (lift links, headrests and gears); windscreen wipers; steering systems (both shaft and column); foot pedals; gearboxes; and engine compartments (variable air intake, EGR, belt tensioner and throttle valve). Igus' Iglidur suite of plastic plain bearings offers customers the choice of more than 6000 imperial and metric bearings from stock.
Iglidur plastic bearings are a convenient, cost-effective alternative to bronze, metal-backed and custom injection-moulded bearings.
All Iglidur bearings are self-lubricating and maintenance-free.
The plastic-based construction eliminates corrosion and delivers better vibration dampening than metal bearings.
Some Igus bearings that are designed for automotive applications include Iglidur H2 and H4 plain bearings, which are ideal for under-the-bonnet automotive applications, where extreme temperatures and harsh chemicals are common.
Iglidur GLW is an economical solution for mass production.
Iglidur J is well suited for applications with quick, short rotations such as seat adjustment and mirror actuators.
Igus works with its customers to find the right solution for each individual application.
Organisations that use Iglidur bearings in their automotive applications will receive the following technical advantages: high temperatures during the e-coating process enable bearings to recalibrate for a low-clearance fit; low-clearance bearings, designed to meet specified housing bore and shaft tolerances; preloaded bearings for equalising tube tolerances on pedal systems; bearings that provide vibration damping in transmission control forks; and self-lubricating bearings which are dirt-resistant in the suspension system.
All customers will receive research and development, application assistance, production installation and worldwide logistics.
Iglidur plastic bearings are a convenient, cost-effective alternative to bronze, metal-backed and custom injection-moulded bearings.
All Iglidur bearings are self-lubricating and maintenance-free.
The plastic-based construction eliminates corrosion and delivers better vibration dampening than metal bearings.
Some Igus bearings that are designed for automotive applications include Iglidur H2 and H4 plain bearings, which are ideal for under-the-bonnet automotive applications, where extreme temperatures and harsh chemicals are common.
Iglidur GLW is an economical solution for mass production.
Iglidur J is well suited for applications with quick, short rotations such as seat adjustment and mirror actuators.
Igus works with its customers to find the right solution for each individual application.
Organisations that use Iglidur bearings in their automotive applications will receive the following technical advantages: high temperatures during the e-coating process enable bearings to recalibrate for a low-clearance fit; low-clearance bearings, designed to meet specified housing bore and shaft tolerances; preloaded bearings for equalising tube tolerances on pedal systems; bearings that provide vibration damping in transmission control forks; and self-lubricating bearings which are dirt-resistant in the suspension system.
All customers will receive research and development, application assistance, production installation and worldwide logistics.
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