![]() Trucks in the refuse applications, for example, tend to need more frequent bearing replacements than their over-the-road counterparts, because of the wide variations in weights from the constant loading and unloading. ![]() How frequently that happens, like all maintenance, depends on your application or schedule. The answer to avoiding these issues is a simple one: Make sure wheel bearings are part of your fleet’s regular maintenance schedule. Fretting Damageįretting corrosion has a rusty appearance and can occur when the race spins or creeps inside of the hub-but, Singh notes, this is not very common at all. It’s not very common, as Singh notes, but possible if technicians do not use the proper pressing tools. This is a potential issue that can happen during installation. “So, if the lubrication is not clean or if they did not properly flush the old one out, it could be from that, too.” 7. “Contamination could also come from faulty lubrication,” Singh continues. “While installing, we tell the techs to make sure everything is clean, keep the bearings and all the parts in the boxes until you’re ready to work on it,” Singh recommends. If the bearing has collected a significant amount of dust before installation, it can stick to the rust preventative substance on the bearing and this could lead to contamination. That said, Singh says that this is not a common issue however, it is possible. Improperly seated bearings will still function, but they will not have the full life of a typical bearing. Misalignment occurs when the bearings are not seated properly. Sometimes you’ll see flaking across the entire raceway-it’s not towards the left or to the right, so it’s not from an improper setting, but from overloading. Overloading isn’t common and tends to be specific to certain applications-in the garbage truck segment, for instance. The bearing being set too loose or too tight are the most common potential failures, but it’s worth quickly running through the others as well. The indications are similar in each case, Singh says, but you won’t know whether the bearing is too tight or too loose until the technician opens it up to have a look.Ī loose bearing, specifically, is what can lead to the wheel coming off while the truck is being driven-thus, the consequences can be severe both from a road safety perspective and also from a fleet liability perspective. But, without actually taking the bearing out, you cannot see or you cannot tell how much damage has already happened.” 2. That’s when you will see this actual flaking. “Once they narrow that down,” he continues, “then they will actually inspect that side and then take the wheel end apart. ![]() The indication of an improperly set bearing comes from a noise the driver will hear on the road.Īfter hearing this noise, Singh says what technicians will do is isolate which side of the truck, or which axle, it’s coming from. And the wear, if it’s more on the bottom on the large side, that’s how you can tell that it’s from a high preload setting.” “So, the rollers are tapered-imagine if you were to take a cross section: The top would be smaller, the bottom would be larger. ![]() “The way to tell that it’s a high preload is that you will see wear on the large side of the roller,” he continues. If there’s no lubrication layer, there will be metal on metal contact creating heat, which leads to flaking. “Imagine the lubrication getting squished out below the rollers. “If it’s tighter than one thousand,you’re running very close to preload,” explains Divjot Singh, Application Engineer at NTN. to 0.005-in.), and ideally in the middle of those two numbers. Wheel bearings should be set between 1 and 5/1000s of an inch (0.001-in. ![]()
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