Product Description

ltmg 8000kg 8ton wheel loader zl-08 wheel loader with quick hitch
Product specification

 

The specification of CZPT wheel loader 8 ton Payloader
Model		LT988
Rated bucket capacity		4.5-6cm3
Rated load		8000kg
Operating weight		28500kg
Min.clearance		480mm
Max.traction		245KN
Max.drawing force		260KN
Boom lifting time		6.9s
Engine	Type	Cummins/6LTAA8.9-C325
	emission standard	II
	Rated kw/rpm	239@2200
	Max torque/rpm	1350@1400
	No.of cylinder	6
	displacement	8.9L
Total time of 3 devices		11.8s
Rated power		250KW
Rated rotary speed		2100r/min
Travel speed	Forward/Backward I Gear	7/7km/h
	Forward/Backward II Gear	11.5/11.5km/h
	Forward/Backward III Gear	24.5/24.5km/h
	Forward/Backward IV Gear	35.5km/h
Tyre Model		29.5-25-22PR

Product Features

1. Hydraulic transmission: Dual-pump combined technology, hydraulic flow expanding steering, and single-hanle CZPT control, flexible and convenient. Fully hydraulic wet brake, low pressure protection, combination of emergy brake and parking brake, ensuring the safe traveling. 

2. Experienced parts: The main of the brake system, hydraulic system and lubricating system adopt the international famous brands to improve the reliability of the systems. The electrical system adopts the electronic monitor. The plug connectors adopt full sealing type, and are installed to the position where it is difficult to be rained and splashed.

3. Reliable structure strength: Heavy load structure design, thick board, high strength. The key structural parts adopt finite-element analysis to ensure the adaption to various kinds of dangerous conditions. The frame of single board structures high structure strength, and average stress distribution.

4. Convenient maintenance: With integrated oil filling, the service person could access to the maintenance point from the ground, featuring higher efficiency. The side plates of the shield and rear shield are opened easily, and it is convenient to check the engine and parts, and daily maintenance.

5.Optional attachment: floating forks, tire chain, log grapple, block fork, snow blade, grass fork, enlarged bucket and teeth etc.

Packing & Delivering

Our Factory

Exhibition and Customers

LTMG Machines Application

After-sale service 

LTMG always treat after-sale service as important as sale. Nowadays more than 50 agents around the world can supply CZPT professional after-sale service.

All the product of CZPT supplied with one year or 2000 working hours (which occurs first) period quality warranty.

Detail clauses and policies please check our website and product certificate.

FAQ

1.What Certificate do you have?
LTMG workshop meet with the ISO9001:2008 Quality System. 
All of our products with CE certificate.  Some of our products meets the EPA requirements. 

2. Can you customize and design as the clients' requirement?
LTMG will try its best to meet all kinds of clients' special requirements. 
However, All the customizing and refit should be implemented safely and scientifically.
The colors can be painted as client's need.

3.How long is the warranty of your products?
Normally 1 year or 2000 working hours whichever occurs first. Details to see the LTMG warranty policy for each model.

4. Can you produce the products labeled with the client's brand?
With the authorization of the brand, we can OEM for our clients. 

5. What payment terms do you accept?
Normally 30% T/T in advance as deposit, blance paid before shipment.
100% L/C at sight issued by world famous bank with good faith is also available.

6.Delivery time:
Standard configuration products are always in stock. 
The production period of Customizing products is 30 days.

 

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.