Product Description

Yonghan Brand Motorcycle Engine Parts AX100 Clutch Assy

What Is A Motorcycle’s Clutch Made Of?

The clutch pack is made up of a stack of alternating steel plates and friction plates. The steel plates have tangs along their inner diameter that engage with the clutch’s inner hub, which is fixed to the end of the input shaft via splines. The friction plates have lugs along their outer edge that slot into the outer clutch basket. Springs (usually of the coil type but occasionally a diaphragm design) press the steel plates and the friction plates together, coupling the outer clutch basket to the inner hub, thereby transferring the crankshaft’s rotation to the input shaft.

Why so many plates? More plates mean a greater load capacity for the clutch. To achieve sufficient load capacity on a single-plate clutch (as on older BMWs and current Moto Guzzis), a very large disc must be used, and that takes up a lot of space. Meanwhile, the multi-plate clutch on a Hayabusa uses a stack of smaller-diameter plates and is easier to package. The 6 springs on a Hayabusa clutch only put about 400 pounds of pressure on the pack. That doesn’t sound like much given the tremendous power that clutch has to handle, but that 400 pounds are acting on all 19 clutch plates (10 friction plates and 9 steel plates, plus the hub and pressure-plate faces).

Market Background:

The replacement and repair of motorcycle clutch need to dismantle the engine box, which is complex and time-consuming.The existing maintenance market often has the phenomenon that the unqualified clutch can not be used or the service time is very short, and it is not durable.It is time-consuming and laborious for repeated disassembly and repair, which seriously affects the user experience and the work efficiency of the repair technician.
In order to avoid this kind of phenomenon, our company launched “Yonghan” brand upscale products!The qualified rate of products will reach “100 percent”, and the normal service life of each product will be extended by 30%!
At the same time, the products have super high cost performance ratio, which makes users feel at ease and the repairmen feel comfortable.

Company Profile:

ZheJiang CZPT Machinery Processing Co., Ltd. was established in 2003 which is specialized in manufacturing motorcycle clutch assembly and spare parts with complete varieties and most reasonable price in China mainland.
Our company owns tens of equipment for processing and testing.The total area of workshop,warehouse and office building is about 10000 square meters.There are 200 staff in our company,including 20 professionals.The company’s main products are: GY6-50,GY6-90,GY6-125,C100,CY80,C90,C120,T100,T125,DK100A,DK100B,DX125,FY100,WIN100,YX100,DX110,DX125,982,983,GS125,CG125,CG150,CG200,CG250,CG260,CB125,CB150,CB200,CB250,CBF150,CBT125,CBT250,LF175,GF125,GN250,ATV250,ATV400,BAJAJ100,BAJAJ135,BANAJ180,TVSN35,TVSN45,YH162  for clutch assembly and parts. We have aboundant resources of motorcycle engine accessories and established a long-term cooperative relationship with famous domestic enterprises.
Our products have exported to Parkistan,Iran,Egypt,Turkey India,Burma,Malaysia,Korea,Indonesia, Vietnam,Laos,Cambodia,Thailand,The Philippines,The Dominican,Brazil,Xihu (West Lake) Dis.via etc., whitch covers  more than 20 countries including south-east Asia,Middle- East,South America and Africa.
With the company’s development and strength of production capacity, we heartily hope that we can have long relations of cooperation with the vast number of peers and customers.We could providing products with high quality and services for customers adhering to the realistic,innovative,beneficial,and CZPT faith.      

YH Motorcycle parts clutch and Friction plate:
 
1.Factory original selling YH CG125 motorcycle clutch and accessories;
 
2.Friction materail from ZheJiang ;
 
3.can be widely use on many different contries;
 
4.We have more than 21 years experience on clutch produce;
 
5.Most of the clutch parts produce by our own,the quality control is very effective.

 Product Detail:
 

Product Name:	Yonghan Brand Motorcycle Engine Parts AX100 Clutch Assy
Model No.:	AX100
Materials:	ADC12
Adaptable vehicle:	SUZUKI
Distinguishing feature:	These products can stand wear and tear with long service life.
Main Market	All over the world
Certificate	ISO9001:2015
Package:	Normal Export package, and if customer have special request on packing, we can do  accordingly
Delivery time:	5-7 days according to detailed order
Payment:	30% deposits, 70% balance before shipment

Other models available:
 

REGI0N	MODEL
Brazil	CB300	FAZER250/LANDER250	TITAN95/99/CG83 > TODAY/CBX200/TITAN2000	YBR125 ATE 2014 /XTZ125 ATE 2014
	YBR125/FACTOR 125	TITAN150 2004/BROS150>2006/FAN150/FAN125>2009	TITAN CRF230	TITAN 150 05>14/ FAN 150/FAN 125>09/
	CBX 250 TWISTER	CG 125/TITAN/FAN 83>08
Indonesia	GRAND	LAGENDA	KARISMA	REVO
	JUPZTER Z 18T	JUPZTER Z 24T	JUPZTER Z 20T	KAZE
	FORCE-1	JUPITER Z	SMASH	LC135 JUPITER MX
	SHOGUN	SHOGUN-I	KAZE	SPARK
	JUPZTER Z 21T	CRYPTON	JUPITER Z1 VEGA ZR
Malaysia	LC135	SRU115	SRL115 F1	SRL110
	LAGENDA	KARISMA	Y110/100	C70-8
	GN5
South America	CD100	CG125	CG125-5P	AX100
	CB125	AT110	BAJAJ135	TITAN /STORM /BROSS /XLR/BX150
	YBR125	SMASH	SMASH BIT	WAVE
	BM150	V80	YB100	CG125N/M
	BAJAJ100	TITAN 150	RX150	TITAN125
Africa	AX100	CG125N/M	CG125O/M	YB100
	CD110	CRYPTON	VEGAS	SPARK
	DX100
Thailand	WAVE110	WAVE125	Y100	DREAM C100N
	AX100	GN5	DREAM

Product Detail:

Strandard exporting carton box packing:

Step1: Use plastic bag packing

Step2: Put it into a small carton box,one pcs 1 box

Step3: Put the small box into big carton box,one box 16pcs

Step4: Put the big carton box on the tray

Step5: Move into the ware house,waiting for deviery

FAQ:

Q1. The motorcycle clutch,what is your terms of packing?
A: Generally, we pack our goods in neutral white boxes and brown cartons. If you have legally registered patent, we can pack the goods in your branded boxes after getting your authorization letters.

Q2. What is your terms of payment?
A: T/T 30% as deposit, and 70% before delivery. We’ll show you the photos of the products and packages before you pay the balance.

Q3. How about your delivery time?

A: Generally, it will take 5 working days after receiving your advanced payment. The specific delivery time depends on the items and the quantity of your order.

Q4. What is your sample policy?
A: We can supply the sample if we have ready parts in stock, but the customers have to pay the sample cost and the shipping cost.

Q5. Do you test all your goods before delivery?
A: Yes, we have 100% test before delivery.

Factory Show:

 

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.