Product Description

Shot Peening Equipment Technical Parameter:

Sep.	Model	Cleaning workpieces size diameter×heightt(mm2)	The carrying capacity of unit hook(kg)
Q375	Single-hanger	500×1000	500
Q376	Double-hanger	800×1200	600
Q376E	Single-hanger	800×1200	600
Q378	Single-hanger	1000×1500	800
Q378E	Double-hanger	1000×1500	800
Q3710	Single-hanger	1200×1500	1000
Q3710E	Double-hanger	1200×1500	1000
Q3720	Single-hanger	1500×2000	2000
Q3730	Single-hanger	1500×2000	3000
Q3750	Single-hanger	2000×2500	5000

Company Information

“RONENSURFACE” BG(a member of RGL) is a plant dedicated to designing, manufacturing and delivery series of Shot Blasting Machines, Sand Blasting Machines and spare parts. Our manufacturing workshop is located in HangZhou city. This city is 1 of the earliest production bases of shot blasting machine in China, especially for the production highly demanded shot blasting machines used for auto parts, high-end springs and castings. HangZhou has unparalleled advantages compare with other places of China, because the first largest foundry mill in China was established here in 1955, and the UK Spencer company had been producing shot blasting machines here for years. Our factory has been established for 5 years. Our engineers have the working background and experience in Spencer. Everyone has more than 10 years’ experience in shot blasting machine production. We have provided shot blasting machine for Great Wall Motor, SAIC gear, ZheJiang motor, Fast gear and other domestic well-known companies. We will focus on promoting our high-quality shot blasting machine to more overseas markets. No matter you are producing auto parts, springs, steel pipes, steel structures, wheels, Hubs, Construction machinery, or wind power, electronic components, we can provide you with the best solution.

Shot Blasting Machine Description

High Quality Diameter 1200mm Cylinder Block Crankshaft Piston Valve Axle Hook Type Cleaning Machine

Automatic Hanger Type Shot Blasting Machine Introduction:

Hook Type Shot Blasting machine is for surface cleaning or strengthening treatment of small castings, forging parts in industry of foundry, building, chemical, motor, machine tool etc. It is special for surface cleaning and blasting strengthening on various types, small production castings, forging parts and steel construction parts for clearing little viscous sand, sand core and oxide skin. It is also suitable for surface cleaning and strengthening on heat treatment parts, especially for cleaning slightness, thin wallparts which is not suitable for impact. It has the advantages of no pit, compact structure, and high productivity.

Ronen Domestic and Overseas Customers
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FAQ

1.Q:Are you manufacturer? A:Yes, We are manufacturer.
2.Q: What are the payment terms?
A: Pattern of pattern :we can accept L/C ,T/T , Western Union , Money Gram
3. Q: What is the whole business flow cooperation with us ?
A:1.Firstly,send your inquiry to us,make us have learned your requirement
2.We will be drawing a proforma invoice according to your requirement ,and start
production after you finished to pay 30% deposit.
3.All of the goods, packing details, and B/L copy will be send to buyer after finished
production. We will arrange shipment and provide original B/L after the buyer finished to
pay the balance.
4. Q: What if you encounter technical problems?
A:Please contact us as soon as possible and let us know what kind of technical problems
you encounter and the details. We will give you a solution within 24 hours.
5. Q: What advantages we have?
A: Rich experience: We have been in this line for 20 years . we can provide solution according
to the problem of the buyer meet in the production process
B: We have Adopt first class motor from SIEMENS, install the reasonable welder according to
the requirement of buyer’s production , use the full-automatic grinding control system,
eddy current flaw detection system, infrared testing device.

Stiffness and Torsional Vibration of Spline-Couplings

In this paper, we describe some basic characteristics of spline-coupling and examine its torsional vibration behavior. We also explore the effect of spline misalignment on rotor-spline coupling. These results will assist in the design of improved spline-coupling systems for various applications. The results are presented in Table 1.

Stiffness of spline-coupling

The stiffness of a spline-coupling is a function of the meshing force between the splines in a rotor-spline coupling system and the static vibration displacement. The meshing force depends on the coupling parameters such as the transmitting torque and the spline thickness. It increases nonlinearly with the spline thickness.
A simplified spline-coupling model can be used to evaluate the load distribution of splines under vibration and transient loads. The axle spline sleeve is displaced a z-direction and a resistance moment T is applied to the outer face of the sleeve. This simple model can satisfy a wide range of engineering requirements but may suffer from complex loading conditions. Its asymmetric clearance may affect its engagement behavior and stress distribution patterns.
The results of the simulations show that the maximum vibration acceleration in both Figures 10 and 22 was 3.03 g/s. This results indicate that a misalignment in the circumferential direction increases the instantaneous impact. Asymmetry in the coupling geometry is also found in the meshing. The right-side spline’s teeth mesh tightly while those on the left side are misaligned.
Considering the spline-coupling geometry, a semi-analytical model is used to compute stiffness. This model is a simplified form of a classical spline-coupling model, with submatrices defining the shape and stiffness of the joint. As the design clearance is a known value, the stiffness of a spline-coupling system can be analyzed using the same formula.
The results of the simulations also show that the spline-coupling system can be modeled using MASTA, a high-level commercial CAE tool for transmission analysis. In this case, the spline segments were modeled as a series of spline segments with variable stiffness, which was calculated based on the initial gap between spline teeth. Then, the spline segments were modelled as a series of splines of increasing stiffness, accounting for different manufacturing variations. The resulting analysis of the spline-coupling geometry is compared to those of the finite-element approach.
Despite the high stiffness of a spline-coupling system, the contact status of the contact surfaces often changes. In addition, spline coupling affects the lateral vibration and deformation of the rotor. However, stiffness nonlinearity is not well studied in splined rotors because of the lack of a fully analytical model.

Characteristics of spline-coupling

The study of spline-coupling involves a number of design factors. These include weight, materials, and performance requirements. Weight is particularly important in the aeronautics field. Weight is often an issue for design engineers because materials have varying dimensional stability, weight, and durability. Additionally, space constraints and other configuration restrictions may require the use of spline-couplings in certain applications.
The main parameters to consider for any spline-coupling design are the maximum principal stress, the maldistribution factor, and the maximum tooth-bearing stress. The magnitude of each of these parameters must be smaller than or equal to the external spline diameter, in order to provide stability. The outer diameter of the spline must be at least 4 inches larger than the inner diameter of the spline.
Once the physical design is validated, the spline coupling knowledge base is created. This model is pre-programmed and stores the design parameter signals, including performance and manufacturing constraints. It then compares the parameter values to the design rule signals, and constructs a geometric representation of the spline coupling. A visual model is created from the input signals, and can be manipulated by changing different parameters and specifications.
The stiffness of a spline joint is another important parameter for determining the spline-coupling stiffness. The stiffness distribution of the spline joint affects the rotor’s lateral vibration and deformation. A finite element method is a useful technique for obtaining lateral stiffness of spline joints. This method involves many mesh refinements and requires a high computational cost.
The diameter of the spline-coupling must be large enough to transmit the torque. A spline with a larger diameter may have greater torque-transmitting capacity because it has a smaller circumference. However, the larger diameter of a spline is thinner than the shaft, and the latter may be more suitable if the torque is spread over a greater number of teeth.
Spline-couplings are classified according to their tooth profile along the axial and radial directions. The radial and axial tooth profiles affect the component’s behavior and wear damage. Splines with a crowned tooth profile are prone to angular misalignment. Typically, these spline-couplings are oversized to ensure durability and safety.

Stiffness of spline-coupling in torsional vibration analysis

This article presents a general framework for the study of torsional vibration caused by the stiffness of spline-couplings in aero-engines. It is based on a previous study on spline-couplings. It is characterized by the following 3 factors: bending stiffness, total flexibility, and tangential stiffness. The first criterion is the equivalent diameter of external and internal splines. Both the spline-coupling stiffness and the displacement of splines are evaluated by using the derivative of the total flexibility.
The stiffness of a spline joint can vary based on the distribution of load along the spline. Variables affecting the stiffness of spline joints include the torque level, tooth indexing errors, and misalignment. To explore the effects of these variables, an analytical formula is developed. The method is applicable for various kinds of spline joints, such as splines with multiple components.
Despite the difficulty of calculating spline-coupling stiffness, it is possible to model the contact between the teeth of the shaft and the hub using an analytical approach. This approach helps in determining key magnitudes of coupling operation such as contact peak pressures, reaction moments, and angular momentum. This approach allows for accurate results for spline-couplings and is suitable for both torsional vibration and structural vibration analysis.
The stiffness of spline-coupling is commonly assumed to be rigid in dynamic models. However, various dynamic phenomena associated with spline joints must be captured in high-fidelity drivetrain models. To accomplish this, a general analytical stiffness formulation is proposed based on a semi-analytical spline load distribution model. The resulting stiffness matrix contains radial and tilting stiffness values as well as torsional stiffness. The analysis is further simplified with the blockwise inversion method.
It is essential to consider the torsional vibration of a power transmission system before selecting the coupling. An accurate analysis of torsional vibration is crucial for coupling safety. This article also discusses case studies of spline shaft wear and torsionally-induced failures. The discussion will conclude with the development of a robust and efficient method to simulate these problems in real-life scenarios.

Effect of spline misalignment on rotor-spline coupling

In this study, the effect of spline misalignment in rotor-spline coupling is investigated. The stability boundary and mechanism of rotor instability are analyzed. We find that the meshing force of a misaligned spline coupling increases nonlinearly with spline thickness. The results demonstrate that the misalignment is responsible for the instability of the rotor-spline coupling system.
An intentional spline misalignment is introduced to achieve an interference fit and zero backlash condition. This leads to uneven load distribution among the spline teeth. A further spline misalignment of 50um can result in rotor-spline coupling failure. The maximum tensile root stress shifted to the left under this condition.
Positive spline misalignment increases the gear mesh misalignment. Conversely, negative spline misalignment has no effect. The right-handed spline misalignment is opposite to the helix hand. The high contact area is moved from the center to the left side. In both cases, gear mesh is misaligned due to deflection and tilting of the gear under load.
This variation of the tooth surface is measured as the change in clearance in the transverse plain. The radial and axial clearance values are the same, while the difference between the 2 is less. In addition to the frictional force, the axial clearance of the splines is the same, which increases the gear mesh misalignment. Hence, the same procedure can be used to determine the frictional force of a rotor-spline coupling.
Gear mesh misalignment influences spline-rotor coupling performance. This misalignment changes the distribution of the gear mesh and alters contact and bending stresses. Therefore, it is essential to understand the effects of misalignment in spline couplings. Using a simplified system of helical gear pair, Hong et al. examined the load distribution along the tooth interface of the spline. This misalignment caused the flank contact pattern to change. The misaligned teeth exhibited deflection under load and developed a tilting moment on the gear.
The effect of spline misalignment in rotor-spline couplings is minimized by using a mechanism that reduces backlash. The mechanism comprises cooperably splined male and female members. One member is formed by 2 coaxially aligned splined segments with end surfaces shaped to engage in sliding relationship. The connecting device applies axial loads to these segments, causing them to rotate relative to 1 another.