Hot Wheels Guide Book

[Elnora Heidrick]

Amanufacturer of desktop analyzers required a compact and reliable method of positioning and scanning the testing kit trays. The trays extend to provide easy access for the user to add samples to the reagent kits, then get drawn into the analyzer during operation. The reagent kits are scanned using a moving scanner head, which also required guided motion.

Our customer required a solution to streamline and automate their melon cutting, and opted to use a reciprocating guillotine. The blade had to travel linearly a total of 180,000 inches per day in high-cycle operation. Any components used to guide this motion must be food grade, non-corroding, and suitable for a washdown environment.

In most cases, no. Almost all Hepco track uses a 70 vee, while DualVee wheels are a 90 vee. We do not recommend using 90 degree wheels on 70 degree track nor vice versa, because the contact surface between the wheel and track is very small. The smaller contact surface will accelerate wear and decrease system life.

In some cases, yes. There are instances where the larger wheels will not work. Consult the factory for details. Can smaller wheels run on larger track? Yes. The larger track may be used to provide more support for the machine.

The temperature range of standard carbon steel wheels is limited by the service temperature range of the elastomeric seal and grease. For standard grease, the service temperature range would be from -35oC to +100oC.

Yes. Use red Loctite if there is no future need to adjust the preload, and blue Loctite if future adjustments may be needed. However, when applying Loctite compounds, be sure to adjust and set the wheels within a short time after applying the compound.

The SWA wheel is an assembly where the stud is swaged onto the wheel. SWI wheels sizes 0 and 1 are swaged assemblies, sizes 2+ are fully integrated assemblies (stud is integrated with the inner race). The stud geometry and materials are also different between the SWA and SWI studded wheels. SWI concentric and eccentric studs feature different geometry to eliminate the wheels from being misassembled in the wrong location. SWI wheels are available up to size 4. SWA wheels are available up to size 2. DualVee wheels have a 90 vee while Hepco GV3 wheels have a 70 vee.

Theoretical benefit #1: When the wheels are loaded, the highest stress occurs at the apex of the inner vee. The 90 vee in DualVee wheels creates a lower stress concentration at the apex than the 70 vee (assuming identical apex relief radius) and also results in less of a resultant "outward wedging force" on the wheel.

DualVee track is made from type 420 martensitic stainless steel. This alloy can be heat treated to produce a hardened track surface, which provides good wear resistance in service. Martensitic alloys are magnetic in all heat treatment conditions, which relates to the ratio of iron/chromium contents within the chemical compositions of the alloys.It has been observed that stainless steel track can rust in service. However, all grades of stainless steels can rust in certain environments, but some are more corrosion resistant than others. For example, austenitic stainless steels (300 series) are accepted as having the best corrosion resistance of all stainless steel alloys. The lower corrosion resistance of type 420 can be attributed to a lower chromium content than 300 series stainless steels. It is important to note that while 300 series stainless steels are the most corrosion resistant alloys, they are not hardenable by heat treatment. This inability to harden means that 300 series stainless steels are not as suitable for track applications and will not perform as well as 420 series in abrasive wear environments.

"Double row angular contact" refer to the two rows of ball bearlings loaded at a particular angle. These bearings offer high load carrying capacity in both axial and radial directions. These high load capabilities result in long service life.

DualVee Motion Technology is designed for dirt and extreme environments. The patented 90 DualVee guide wheel design creates a velocity gradient because the circumference of the wheel is greater at the major diameter than the minor diameter. This velocity gradient causes a constant sweeping action, thus cleaning debris from the track.

Step 1: Calculate loads on each bearing Given below are force equations for some common four-wheel carriage assembly configurations, in which two wheels absorb the load at both points 1 and 2, divide the calculated load by 2 to obtain the load on each wheel.

Going out from the center bore is the center disc. This is the portion of the wheel into which the bolt holes are machined to create the bolt circle. This area is the point of contact to the axle seat, the lug bolts and the lateral surface of the rotor. Everything on the wheel connects in some manner to the disc.

The outer lip is the portion of the wheel in front of the spokes. For the most part, the dish only comes into play when it is a large area. When the spokes are significantly distanced from the outer edge, the wheel is considered a deep dish wheel. This is done purely for aesthetic reasons. As the dish gets deeper, the face is more vulnerable to damage from impact.

Now, on the very outer portion of the wheel is the barrel. The barrel is what creates the structures necessary for mounting the tire. The barrel has many parts. The smallest inside diameter of the barrel is the drop center. If the drop center is close to the front face of the wheel, it is a front mount wheel. If the drop enter is close to the back face of the wheel it is a reverse mount wheel. The barrel edges are flared to create the flanges. The flanges keep the tire from slipping off. The outer facing flanges are part of the cosmetic face of the wheel.

Just inside the flanges are flat areas called the beads. This is where the edges of the tire sit onto the wheel. Mounting humps circle the barrel on both the car side and the cosmetic side of the wheel. These ridges separate the beads to keep the tire from slipping away from the edge of the wheel.

Different types of wheels are formed by different types of manufacturing methods. The wheel structure and the wheel material determine the manufacturing process used. Here are the most common methods used to make aluminum and alloy wheels.

This is the simplest method of manufacturing a wheel. Molten metal is poured into a mold to create the wheel. With gravity casting, the pressure of gravity pushes the metal into the mold. Pressure casting uses additional pressure to compress the metal into the mold. Low pressure casting uses air to force the molten metal into the mold and compress the metal. Counterpressure casting uses the suction force of a vacuum to pull the molten metal into the mold. Casting is used to create a one-piece wheel structure.

Rotary Forged or Spin Forged is the technology of Flow Forming a wheel and is one of the most innovative manufacturing processes to enter the wheel industry. This complex process involves the application of heat and pressure to the inner barrel of the wheel, stretching and compressing the aluminum, which increases tensile strength of the barrel. The final product is lighter, stronger and has improved shock resistance as well as an increased load capacity over regular cast wheels.

A forged wheel is manufactured from a billet, or a large square piece of solid metal. The billet is heated to extreme temperatures and pressurized to take its shape. This thermal cycle process causes forged wheels to be stronger than cast wheels due to grain refinement. Consistent forging makes for stronger structural integrity with less material compared to a cast wheel, however the process costs more, rendering forged wheels the more expensive option. Forged wheels come in a variety of monoblock, 2-piece & 3-piece.

Wheels come in a wide range of sizes. The low-end is anchored by 15 inch wheels; massive 26 inch wheels dominate the upper end and wheels of all sizes are available in-between. So, if your car or truck comes stock with 16 inch wheels why would you want another size? Two reasons: aesthetic appeal and performance.

A good rule of thumb is that for every increased inch of wheel diameter you must decrease an inch of standing height. This maintains the overall diameter. That means the wheel and tire will still cover the same amount of distance in one rotation but it will look so much better doing so.

The bolt pattern is made up of the number of bolts and the diameter of the imaginary circle they create (BCD). The BCD can be expressed in inches or millimeters. Bolt patterns with an even number of bolts are measured from bolt center to bolt center. 5 lug bolt patterns are measured from the center of the upper bolt to the bottom of the lower bolts.

The offset may be one of the most difficult parts of the wheel to understand. Offset measures the distance from the centerline of the wheel to the mounting surface. It is measured in millimeters. It can be a zero, positive, or negative offset.

With a 0 (zero) offset, the mounting surface is exactly in the center of the wheel. With a positive offset, the mounting surface is to the front of the wheel. It is expressed as the number of millimeters from the centerline. With a negative offset, the mounting surface is to the back side of the wheel. It is expressed as the number of millimeters from the centerline. For example, if a wheel is 9 inches wide, the centerline is at 4.5 inches. A positive offset is the number of millimeters beyond 4.5 inches and a negative offset would be the number of millimeters in the opposite direction.

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