Archive for November, 2013

How It’s Made – Ball Bearings

Friday, November 29th, 2013

With the technology getting more and more complex by the second, the simple ball bearing could get forgotten. Of course we don’t forget about them at our office. 🙂

Myriads of machine parts cannot function without ball bearings as they require them to be able to rotate.  A wide array of household appliances, industrial machines, and car engine parts just would not function without ball bearings.

Here’s a video about how they are made.  Yes, I have presented this in the past, but it’s good to review.  And this gives me the opportunity to remind you to visit our main website at www.bearingsinc.net.  Whatever bearings you need, for any application, we can find them for you.

Ball Bearing Housed Units for HVAC

Friday, November 22nd, 2013

Ball bearing housed units are the perfect answer for heating, ventilation and air conditioning problems. They can aid in the reduction of vibration, don’t take rocket science to install, and they run cooler at higher speeds to extend grease life.

Housed units help keep contaminants at bay while making sure lubricant stays in. A housed unit is built for maximum performance, as it rolls the bearing, housing, seal, and locking system into one for easy installation and operation. It is installed in a durable housing, with shaft support for radial thrust combination loads in order to lessen the friction in applications.

As much as you possibly can, go for housed units that have a conductive rubber interliner to dissipate static charges. With such, noise and vibration coming from grounding springs are eliminated. Extended inner ring bearings are pre-lubricated and have positive contacts land-riding seals with self-locking collars. You can mount such units in tri-arm brackets or pressed steel stampings.

Today, you can find housed units with shaft guarding technology that may come with a traditional setscrew, but can very well protect the shaft and prolong its life – no nicks, raised metal, or permanent shaft damage. This specific technology goes beyond gripping application requirements, keeps dimensional integrity, and cuts down fretting corrosion. It still locks to the shaft like what a conventional setscrew does, but it offers new advantages, such as:

–       Faster and easier installation and removal

–       Cuts down the number of shaft replacements

–       Calls for less shaft preparation

–       Lessens system costs

Synthetic Industrial Grease

Friday, November 15th, 2013

Synthetic industrial grease is created for a wide array of applications, whether for industrial, construction, agriculture or automotive purposes. As much as you can, you should choose one that can withstand extreme-pressure and one that has anti-wear additives and corrosion inhibitors.

Synthetic greases are particularly ideal for wet-end paper machine bearings, press-section bearings, and felt-roll and calendar bearings. Generally speaking, they also work well with calcium, calcium 12-OH stearate, calcium sulfonate, lithium and lithium-complex thickened greases.

An important note: see to it that you always comply with equipment manufacturer’s recommendations regarding lubrication frequencies. Otherwise, premature equipment failure is imminent.

Before changing greases we suggest that all previous grease be removed from the application. Then cut the lubrication interval in half for the first lubrication cycle prior to continuing the normal lubrication interval. This will help ensure that there are no compatibility issues and that your change is most effective.

You can apply synthetic industrial grease from ambient temperatures of -40° F to +356° F (-40° C to +180° C), depending on the lubrication system design as well as method of application. The operating temperature range is very close to this range as well.

Like almost anything else, synthetic industrial grease should have proper handling and storage. It should be kept in a dry area avoiding heat and open flame.

In terms of shipping and disposal of synthetic grease, you should always adhere to governmental regulations. Also, never reuse a container for something else.

How to: Check a wheel hub bearing assembly

Friday, November 8th, 2013

Wheel hub assembly (WHA), also known as hub assembly, wheel hub unit, wheel hub bearing, and hub bearing assembly, among others, is an automotive part used in most cars, passenger vehicles and light and heavy trucks.

It can be quite a task to properly diagnose a damaged hub bearing assembly. Watch this video and learn how to recognize common culprits behind noise generation. Plus, this video will teach you how to examine a hub bearing assembly.

Caveat: This video is not intended to replace the particular recommendations of your vehicle manufacturer.

 

Automotive Belt Line Up

Friday, November 1st, 2013

You can save a large amount of money if you know when to replace the drive belt in your car. Checking it on a regular basis can keep you from getting stranded and spare you from astounding repair bills. The three main types include serpentine belts, standard V-belts, and “cogged” V-belts.

Serpentine Belt

Serpentine belts are manipulated by a belt tensioner or an idle pulley; it is also dubbed as the “poly-V-belt.” It can “snake” around pulleys, hence the name. The belt is wide and is able to endure higher tension as compared to older belts, lessening pressure on the engine and increasing gas mileage. A serpentine belt must be replaced every five years or 50,000 miles. The majority of new cars have a diagram under the hood that instructs owners how to replace it.

Standard V-belt

The V-belt is a half inch wide, narrower than the former type. Older vehicles are usually the ones that have this type of belt. Its tapered sides fit between pulleys or gears and it is ideal for light loads, considering the flat base doesn’t precisely rotate gears. A standard V-belt must be replaced every three years or 36,000 miles.  Replacement costs are much less, about half the price of a serpentine belt.

Cogged V-belt

The cogged belt is in some ways the same as the standard V-belt; only, it has grooved base. Such grooves pave the way for a firm grip on gears and engine accessories, thus making the belt perfect for high-load applications. Like the standard V belt, the cogged belt must be replaced every three years or 36,000 miles.