Product Description

Common technical processing overview
Continuous casting square billets —— Heating CZPT —- High pressure water CZPT —- Roughing mills group —– # 1 Flying Shears —- Intermediate mills group —– #2 Flying shears —– Finishing mills group —#3 multi-lengths flying shears  —- Step rack cooling bed—— Fixed length cold shears——- The finished product automatic counting and bundling — Storage.

The function of pre-finishing mill
In the process of high-speed wire-rod rolling, pre-finishing mill can improve the precision of the working piece to guarantee the product quality and avoid possible operation failure during the finishing mill section.The structure of framework
Its structure is 2 horizontal and 2 vertical (horizontal-vertical-horizontal-vertical; H-V-H-V) cantilever type, it is very compact, and the weight adjustment is more precise and reliable, and so to avoid possible twist rolling.
Pre-finishing mill is composed by 2 horizontal mills, 3 vertical loops, 2 vertical mills, safety cover and so on.Equipment structure
Transmission box
The role of transmission box is to transmit the moment outputted by reduction gear and motor to roll shafts. Horizontal box has a pair of cylindrical bevel gears; vertical box has a pair of additional spiral bevel gear beside a pair of cylindrical bevel gear. The spiral bevel gear speed ratio of the 2 vertical transmission boxes is different.
Roller box
Each roller box has 1 upper roll shaft and 1 lower roll shaft; they are not meshed, and driven by a pair of cylindrical bevel gears in the transmission box.
A cantilever cylindrical roll shaft is fixed to each roll shaft; the roll shaft is fixed in the eccentric locking collar and sustained by the front and rear film bearing. Driven by the left and right feed screw and nut of the shaft gap adjustment device, the eccentric locking collar makes the upper and lower roll shaft open and shut symmetrically and evenly relate to the milling centre line, in so to achieve roll shaft gap adjustment. The roll shafts are made of tungsten carbide.
The roller box is installed with flange in plug-in method,
and convenient to assembly and disassembly, the roller box and transmission box are individual unites, during the installation, assemble the roller box and transmission box at the first stage and then fix the roller box inside the transmission box with screw bolt, the roller box is positioned by 2 locating pins to obtain accurate position. In this way, the installation can be done easily and with a shorter time, meanwhile, the pipework on the panel is reduced and make it easier for failure handling. 1, The roller gap is adjusted by using the eccentric locking collar, by adjusting the lead screw and nut , the eccentric locking collar will spin and then drive the roller shaft to move symmetrically, in so to achieve the adjustment of roller shaft gap. The best advantage of this adjustment method is that the central line will be kept unchanged.
2, By using the thrust bearing that fixed at the end of the roller shaft, we can effectively prevent the axial shift of the roller shaft, in so to ensure size accuracy of the product.
3, the size and structure of the roller box for horizontal framework and vertical framework are the same, all the parts are interchangeable.
4, the power transmission and speed control are conducted by a pair of spiral bevel gears in the transmission box, the reducer is omitted from the transmission system of the vertical rolling mill, so that the whole equipment is lighter and smaller.
5. As the horizontal framework is completely symmetrical, it can be rotated 180, so it can be shared by 2 production lines that located at its right and left side.
Xihu (West Lake) Dis. device
The entrance of roller box has installed scroll CZPT and slip guide, the exit of roller box just has slip guide, slip CZPT is lubricated by special lubrication device.
Main technical features
First mill input specification: F28~F31mm
Fourth mill output specification: F16~F20mm
The kinds of rolling steel: Carbon steel, high carbon steel, low alloy steel, welding steel, heading steel.
The temperature of rolling: 900~1050ºC
Transmission method: Direct current (DC) motor alone drives
The transmission parameter table of pre-finishing mill

Maximum rolling strength: ~240kN
Maximum rolling moment: ~6.2kN·m
Centre distance of roll shaft: F255mm~F291mm
Adjustment of roller gap: ±18 mm
Cooling water of roll shaft: consumption: 4×20 t/h
water pressure 0.6MPa
temperature of water coming: <30ºC
(11)lubrication
Roller box and reduction equipment adopt thin oil to lubricate, which is offered by workshop.
Pressure of oil: pressure in lubrication point 0.15~0.25MPa
Total consumption: 400 l/min
Oiliness: Mobil 533
Refined filter: 25μ

The Benefits of Spline Couplings for Disc Brake Mounting Interfaces

Spline couplings are commonly used for securing disc brake mounting interfaces. Spline couplings are often used in high-performance vehicles, aeronautics, and many other applications. However, the mechanical benefits of splines are not immediately obvious. Listed below are the benefits of spline couplings. We’ll discuss what these advantages mean for you. Read on to discover how these couplings work.

Disc brake mounting interfaces are splined

There are 2 common disc brake mounting interfaces – splined and six-bolt. Splined rotors fit on splined hubs; six-bolt rotors will need an adapter to fit on six-bolt hubs. The six-bolt method is easier to maintain and may be preferred by many cyclists. If you’re thinking of installing a disc brake system, it is important to know how to choose the right splined and center lock interfaces.

Aerospace applications

The splines used for spline coupling in aircraft are highly complex. While some previous researches have addressed the design of splines, few publications have tackled the problem of misaligned spline coupling. Nevertheless, the accurate results we obtained were obtained using dedicated simulation tools, which are not commercially available. Nevertheless, such tools can provide a useful reference for our approach. It would be beneficial if designers could use simple tools for evaluating contact pressure peaks. Our analytical approach makes it possible to find answers to such questions.
The design of a spline coupling for aerospace applications must be accurate to minimize weight and prevent failure mechanisms. In addition to weight reduction, it is necessary to minimize fretting fatigue. The pressure distribution on the spline coupling teeth is a significant factor in determining its fretting fatigue. Therefore, we use analytical and experimental methods to examine the contact pressure distribution in the axial direction of spline couplings.
The teeth of a spline coupling can be categorized by the type of engagement they provide. This study investigates the position of resultant contact forces in the teeth of a spline coupling when applied to pitch diameter. Using FEM models, numerical results are generated for nominal and parallel offset misalignments. The axial tooth profile determines the behavior of the coupling component and its ability to resist wear. Angular misalignment is also a concern, causing misalignment.
In order to assess wear damage of a spline coupling, we must take into consideration the impact of fretting on the components. This wear is caused by relative motion between the teeth that engage them. The misalignment may be caused by vibrations, cyclical tooth deflection, or angular misalignment. The result of this analysis may help designers improve their spline coupling designs and develop improved performance.
CZPT polyimide, an abrasion-resistant polymer, is a popular choice for high-temperature spline couplings. This material reduces friction and wear, provides a low friction surface, and has a low wear rate. Furthermore, it offers up to 50 times the life of metal on metal spline connections. For these reasons, it is important to choose the right material for your spline coupling.

High-performance vehicles

A spline coupler is a device used to connect splined shafts. A typical spline coupler resembles a short pipe with splines on either end. There are 2 basic types of spline coupling: single and dual spline. One type attaches to a drive shaft, while the other attaches to the gearbox. While spline couplings are typically used in racing, they’re also used for performance problems.
The key challenge in spline couplings is to determine the optimal dimension of spline joints. This is difficult because no commercial codes allow the simulation of misaligned joints, which can destroy components. This article presents analytical approaches to estimating contact pressures in spline connections. The results are comparable with numerical approaches but require special codes to accurately model the coupling operation. This research highlights several important issues and aims to make the application of spline couplings in high-performance vehicles easier.
The stiffness of spline assemblies can be calculated using tooth-like structures. Such splines can be incorporated into the spline joint to produce global stiffness for torsional vibration analysis. Bearing reactions are calculated for a certain level of misalignment. This information can be used to design bearing dimensions and correct misalignment. There are 3 types of spline couplings.
Major diameter fit splines are made with tightly controlled outside diameters. This close fit provides concentricity transfer from the male to the female spline. The teeth of the male spline usually have chamfered tips and clearance with fillet radii. These splines are often manufactured from billet steel or aluminum. These materials are renowned for their strength and uniform grain created by the forging process. ANSI and DIN design manuals define classes of fit.

Disc brake mounting interfaces

A spline coupling for disc brake mounting interfaces is a type of hub-to-brake-disc mount. It is a highly durable coupling mechanism that reduces heat transfer from the disc to the axle hub. The mounting arrangement also isolates the axle hub from direct contact with the disc. It is also designed to minimize the amount of vehicle downtime and maintenance required to maintain proper alignment.
Disc brakes typically have substantial metal-to-metal contact with axle hub splines. The discs are held in place on the hub by intermediate inserts. This metal-to-metal contact also aids in the transfer of brake heat from the brake disc to the axle hub. Spline coupling for disc brake mounting interfaces comprises a mounting ring that is either a threaded or non-threaded spline.
During drag brake experiments, perforated friction blocks filled with various additive materials are introduced. The materials included include Cu-based powder metallurgy material, a composite material, and a Mn-Cu damping alloy. The filling material affects the braking interface’s wear behavior and friction-induced vibration characteristics. Different filling materials produce different types of wear debris and have different wear evolutions. They also differ in their surface morphology.
Disc brake couplings are usually made of 2 different types. The plain and HD versions are interchangeable. The plain version is the simplest to install, while the HD version has multiple components. The two-piece couplings are often installed at the same time, but with different mounting interfaces. You should make sure to purchase the appropriate coupling for your vehicle. These interfaces are a vital component of your vehicle and must be installed correctly for proper operation.
Disc brakes use disc-to-hub elements that help locate the forces and displace them to the rim. These elements are typically made of stainless steel, which increases the cost of manufacturing the disc brake mounting interface. Despite their benefits, however, the high braking force loads they endure are hard on the materials. Moreover, excessive heat transferred to the intermediate elements can adversely affect the fatigue life and long-term strength of the brake system.