Bloodhound LSR Thread As Requested...
Discussion
IN51GHT said:
Baron Greenback said:
Great news but how far does the water go when pointing straight up!?
I'd love to know that too.ETA....
I've asked the team in Newquay the question, head of systems says I'm a tw@t, but then added "doesn't mean we won't try it though".........
IN51GHT said:
Baron Greenback said:
Great news but how far does the water go when pointing straight up!?
I'd love to know that too.ETA....
I've asked the team in Newquay the question, head of systems says I'm a tw@t, but then added "doesn't mean we won't try it though".........
Edited by IN51GHT on Tuesday 17th February 14:37
Pump back & stripped down, all not happy in the rear bearing. We think the damage to the bearing is caused by the end float in the output of the road car gearbox we are using as an interim way to drive the pump. This is not a part that will be on the car.
We plan to test with the proper car gearbox on the rig to prove this theory.
We plan to test with the proper car gearbox on the rig to prove this theory.
How does end float in the shaft cause bearing failure in the pump? Or do you mean a lack of end float means gear axial loads are being transferred to the pump bearing? Presumably the pump runs back to back axial contact bearings to offset the impeller axial loadings? Something like a pair of CV joints back to back would decouple the two parts and allow for mounting misalignment, thermal movement etc?
(also, 10.5krpm on a bearing that size must be getting close to the CF limits, so perhaps you need more preload to avoid rolling element scuffing/slip?)
(also, 10.5krpm on a bearing that size must be getting close to the CF limits, so perhaps you need more preload to avoid rolling element scuffing/slip?)
Edited by anonymous-user on Tuesday 24th February 10:54
IN51GHT said:
The gearbox loads are getting transferred into the pump,also the way the pump is mounted means there can be a small amount of rocking between the gearbox & we didn't envisage it being a problem.
are you not looking to put a coupler (or the like) in the drivetrain?you're always going to have some axial loads (and thus movement) to deal with, the pump itself will have significant axial loading.
Scuffers said:
are you not looking to put a coupler (or the like) in the drivetrain?
you're always going to have some axial loads (and thus movement) to deal with, the pump itself will have significant axial loading.
No, because on the car installation we have a sliding spline to effectively decouple any axial load.you're always going to have some axial loads (and thus movement) to deal with, the pump itself will have significant axial loading.
If you pull the bearing and send the dead bits to SKF they should have experts who could read the failure.
Before you pull it ensure you mark it so you know which way round it is.
SKF condition monitoring in Aberdeen has a guy from Zimbabwe who was a genius at it but i have no idea what his name is
Also the pump impeller didn't look hydraulically balanced so it would be pulling towards the suction. but i guess your pump designers would know this.
Before you pull it ensure you mark it so you know which way round it is.
SKF condition monitoring in Aberdeen has a guy from Zimbabwe who was a genius at it but i have no idea what his name is
Also the pump impeller didn't look hydraulically balanced so it would be pulling towards the suction. but i guess your pump designers would know this.
McWigglebum4th said:
If you pull the bearing and send the dead bits to SKF they should have experts who could read the failure.
Before you pull it ensure you mark it so you know which way round it is.
SKF condition monitoring in Aberdeen has a guy from Zimbabwe who was a genius at it but i have no idea what his name is
Also the pump impeller didn't look hydraulically balanced so it would be pulling towards the suction. but i guess your pump designers would know this.
ime, it's pretty difficult to establish the pressure distribution across the "back" side of a fixed flow centrifugal impeller, as tiny clearance differences make big differences in pressure loadings etc.Before you pull it ensure you mark it so you know which way round it is.
SKF condition monitoring in Aberdeen has a guy from Zimbabwe who was a genius at it but i have no idea what his name is
Also the pump impeller didn't look hydraulically balanced so it would be pulling towards the suction. but i guess your pump designers would know this.
The interesting thing about those pics of the damaged bearings is that they don't show significant overheating (little/no dis-colouration), which you might expect, although the pump housing is obviously well cooled by the pumped media (water for these tests). That's why i wondered about rolling element slip due to CF forces. Once you get a single element in the race to slide, then it rapidly wears and the loadings are shared around the remaining elements, which wear one at a time in short succession. I'm sure whoever designed this pump has done best practice on the bearing solution though!
Max_Torque said:
The interesting thing about those pics of the damaged bearings is that they don't show significant overheating (little/no dis-colouration), which you might expect, although the pump housing is obviously well cooled by the pumped media (water for these tests). That's why i wondered about rolling element slip due to CF forces. Once you get a single element in the race to slide, then it rapidly wears and the loadings are shared around the remaining elements, which wear one at a time in short succession. I'm sure whoever designed this pump has done best practice on the bearing solution though!
Yep looking again there is no sign of cooking as nothing is blueCan jag tell you how much load comes out of the end of the gearbox?
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