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F.A.Qs

Frequently asked questions

What is a roller chain roller link?

A roller link constitutes the inner assembly of a chain, composed of two bushings press-fit into each of the link plates. In instances where rollers are present, they are included as part of the assembly. Notably, roller links are universal and are utilized for both single and multiple strand chains, regardless of their configuration.

What is a roller chain offset link?

Offset links, also referred to as ½ links or crank links, serve the purpose of adjusting the length of a chain to an odd number of pitches, often utilized for shortening a chain by one pitch. These links come in two primary configurations:

1. **Single-Pitch Offset Links (Slip-Fit Type):** These links are provided with a slip-fit pin that comes unassembled in the linkplates. A flat is milled on one end of the pin to prevent it from turning in the linkplate once installed. This design allows for flexibility in installation and adjustment.

2. **Two-Pitch Offset Links (Press-Fit Type):** This type of offset link consists of an offset link and a roller link assembled together. The assembly is constructed with a press-fit mechanism, significantly enhancing its structural rigidity, reliability, and durability compared to the single-pitch offset. The press-fit construction ensures a secure and stable connection between the link and the chain.

Although the two-pitch offset assembly offers superior performance and durability due to its press-fit construction, it’s worth noting that the use of offset links, regardless of type, is not recommended in performance-oriented drives due to the potential reduction in the chain’s working capacity. Offset links are typically employed in situations where precise length adjustments are necessary rather than in applications where maximum performance is paramount.

What is a roller chain connecting link used for and what is its impact on the chain’s load capacity?

Connecting links serve the essential function of joining the two ends of a chain together, and they come in two primary configurations tailored to specific applications:

1. **Slip-Fit Links:** These are the most common and widely used connecting links. They facilitate easy assembly by allowing the cover plate to slip over the pin ends. However, this slip-fit construction does not offer the same level of integrity as an assembled chain. Consequently, it can reduce the working load capacity of the chain by up to 30%. Slip-fit links are typically employed in general chain applications where ease of assembly is prioritized over maximum load capacity.

2. **Press-Fit Connecting Links:** This configuration is utilized when the integrity of the connecting link must match that of the base chain. The design involves pitch holes in the cover plate that are slightly smaller than the chain pins, requiring the user to press the cover plate onto the pins before installing the spring clip or cotter. While this type of connection is more challenging to install, it provides the highest load-carrying capability and ensures the reliability and durability of the chain assembly. Press-fit connecting links are preferred in applications where maximum load capacity is essential and where the integrity of the connection must be maintained under rigorous operating conditions.

What is the difference between riveted and cottered chain?

Riveted chain is constructed using pins that extend through the plate on each side and are then riveted, or sidemashed, on their ends to add some additional strength to the hold between the pin and plate. Note: the riveting, or sidemashing, is NOT what holds the pin and plate together. The interference fit between the plate hole size and the pin diameter hold the two together.
Cottered chain is constructed using pins that extended through one plate and are sidemashed and through the second side a further distance than through the first plate, with a cross-drilled hole for inserting a cotter pin. Note: cottered chain is also manufactured using an interference fit between the plate hole size and pin diameter. However, the plate is easier to remove following removal of the cotter, because grinding of the riveted pin end is not necessary.

What type of lubrication is recommended at various ambient temperatures?

For lubrication under different ambient temperature ranges, specific viscosity grades and lubrication types are recommended:

1. **Ambient Temperature: 20-40°F:**
– SUS Viscosity at 100°F: 200-400
– SAE Engine Oil: 20 Weight
– SAE Gear Oil: 80W
– ISO: 46 or 68
– AGMA Lubrication: 1 or 2

2. **Ambient Temperature: 40-100°F:**
– SUS Viscosity at 100°F: 400-650
– SAE Engine Oil: 30 Weight
– SAE Gear Oil: 85W
– ISO: 100
– AGMA Lubrication: 3

3. **Ambient Temperature: 100-120°F:**
– SUS Viscosity at 100°F: 650-950
– SAE Engine Oil: 40 Weight
– SAE Gear Oil: 90
– ISO: 150
– AGMA Lubrication: 4

4. **Ambient Temperature: 120-140°F:**
– SUS Viscosity at 100°F: 950-1450
– SAE Engine Oil: 50 Weight
– SAE Gear Oil: 90
– ISO: 220
– AGMA Lubrication: 5

These recommendations ensure that the lubricants provide optimal performance and protection within their respective temperature ranges, taking into account factors such as viscosity, oil weight, and lubrication standards.

In what application would forced or circulated type lubrication be most appropriate?

In pumped type lubrication, lubricant is pressurized and pumped onto the chain, targeting the upper edges of each row of link plates along the lower span of the chain, just before it engages with one of the sprockets. This method is particularly favored for chains that operate at speeds exceeding 1500 feet per minute.

In what application would bath type lubrication be most appropriate?

In bath type lubrication, the chain is lubricated by immersing it in an enclosed casing filled with oil. The oil level within the casing is maintained to cover the chain at around the pitch line, which is its lowest point of operation. This method of lubrication is particularly suited for chains operating at speeds up to approximately 1500 feet per minute.

In what application would drip type lubrication be most appropriate?

For slow-speed drives, typically not exceeding 600 feet per minute, manually applying lubricant using an oilcan or brush is deemed acceptable. However, when lubrication needs to be done with minimal oil, it’s recommended to install either felt pads or brushes supplied with lubricant from a reservoir. These components should be strategically positioned to guide oil into the clearances between each row of link plates in the slack span of the chain.

A chain failed in service. Inspection of the failure revealed a bent or broken pin, or pins that appear to be turned within the outer (pin) link plates. Why?

The issue arises from shock loads surpassing the component’s yield strength, roughly reaching 55-60% of the chain’s tensile strength. Enhancing the chain’s performance can be achieved through various means such as transitioning to high-strength Series chain, upsizing the chain (e.g., from #80 to #100), or implementing measures to mitigate shock loads on the drive system.

A roller chain failed in service and upon inspection of the failure it was determined to be a “crack” in an inner (roller) plate. Why did this happen?

Cracks in roller linkplates commonly indicate fatigue failure caused by cyclic loading. To enhance the fatigue life of a chain, consider utilizing Heavy Series chains, increasing the overall chain size (e.g., from #80 to #100), or reducing the dynamic load on the chain.

The chain does not travel smoothly during operation. Marks appear on the interior of the inner linkplates. Why?

Inspect the chain for excessive wear or slack in the drive system. Assess the sprockets for signs of excessive wear. Replace any worn components and adjust the drive tension appropriately, ensuring not to overload the drive.

Roller chain is not operating smoothly. The chain appears to be climbing the sprocket teeth.

Thoroughly examine the sprockets for any signs of misalignment or damage, and address any issues by realigning or replacing them as necessary. The wear marks observed on the interior of the inner plates are probably attributed to contact with the sprocket teeth.

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