#double helical gear design

[themechanic868]

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[wormgearbox]

A Complete Guide to Helical Gearboxes

Helical gearboxes are an integral part of power transmission systems in numerous industries, known for their efficiency, durability, and smooth operation. If you're searching for the right gearbox for your project, understanding the different types of helical gearboxes and their specific benefits is essential. This guide will walk you through the key types, their applications, and why these gearboxes stand out as a reliable solution for your needs.

Types of Helical Gearboxes and Their Applications

Helical gearboxes feature slanted teeth set at an angle to the shaft, which provides smooth and quiet operation even at high speeds. The design minimizes noise and vibration, making them highly efficient. Let’s explore the various types of helical gearboxes and where they’re commonly used:

Single Helical Gearboxes

Single helical gearboxes are the most common type and are distinguished by the angle of their teeth, which allows them to gradually engage with each other. This reduces shock loads and offers quiet, smooth operation. These gearboxes are widely used in applications such as conveyors, extruders, and heavy-duty machinery where high load capacity and smooth motion are essential.

Double Helical Gearboxes

Double helical gearboxes consist of two mirrored helical gears placed side by side. This design cancels out axial thrust forces generated by the helical cut, which reduces wear and tear on the bearings. Double helical gearboxes offer higher power transmission capacity and greater durability, making them ideal for demanding industrial applications.

Herringbone Gear

Herringbone gearboxes are similar to double helical designs but have no gap between the gear sets, forming a continuous "V" pattern. This eliminates the risk of thrust loads and offers an exceptionally smooth transfer of power. Herringbone gears are highly durable and can handle extreme loads, making them suitable for the most challenging industrial environments.

Benefits and Applications of Helical Gearboxes

Helical gearboxes offer numerous advantages over other types of gear systems, particularly in their efficiency, load capacity, and noise reduction. Here are the key benefits:

High Efficiency: Helical gears have better load distribution across the teeth, leading to higher efficiency compared to spur gears. The gradual engagement reduces energy loss due to friction.

Smooth Operation: The angled teeth in helical gearboxes ensure smooth and quiet transmission, even at high speeds. This makes them ideal for applications where noise reduction is critical.

Versatility: Helical gearboxes are used across a wide range of industries due to their ability to handle heavy loads, transmit large amounts of power, and maintain efficiency over extended periods.

Durability: Thanks to their design, these gearboxes endure less wear and tear, resulting in a longer lifespan and lower maintenance costs.

Load Capacity: Helical gearboxes are capable of transmitting a larger load than spur gearboxes of the same size, making them perfect for applications that require high torque.

Reach Out for High-Quality Power Transmission Products

When it comes to selecting the right helical gearbox for your needs, quality is key. Opt for gearboxes from reliable manufacturers to ensure durability and efficiency in your operations. Santram Engineers Pvt Ltd offers a range of high-quality helical gearboxes designed to meet the diverse needs of various industries. With over 30 years of expertise in the field of power transmission, Santram Engineers can help you find the perfect gearbox solution for your applications.

Explore our range of helical gearboxes and power transmission products at Santram Engineers and contact our team for expert advice.

[indiantradebird11]

Double Helical Stainless Rotary Gear Pump Manufacturer | JK Pumps Industries

The Double Helical Stainless Rotary Gear Pumps (Series JKMS) by JK Gear Pump represent the pinnacle of precision engineering and robust performance in the fluid handling industry. These pumps are meticulously designed to deliver exceptional efficiency, reliability, and durability, making them an ideal choice for a variety of industrial applications. The JKMS series features a unique double helical gear design, which significantly reduces axial load and minimizes noise and vibration during operation. This innovative design ensures smoother and quieter performance, extending the lifespan of the pump and enhancing overall system reliability. Made from high-quality stainless steel, these pumps offer superior resistance to corrosion and wear, making them suitable for handling a wide range of fluids, including aggressive chemicals and abrasive materials. JK Gear Pump's commitment to quality is evident in the rigorous testing and quality assurance processes that each JKMS series pump undergoes. Customers can trust in the reliability and performance of these pumps, backed by JK Gear Pump's extensive experience and expertise in the industry.

For more details clicks here - https://www.jkgearpump.com/double-helical-stainless-steel-rotary-gear-pump-series-jkms/

[gearpumpsjk]

Fuel Injection Internal Gear Pump, LDO Pump Manufacturer In India

Jk Pumps with excellent functionality and low maintenance features, our FIG Pumps are highly acknowledged and admired by our clients. We are offering excellent performance, they are compact in design and have excellent pressure capabilities, speed and capacity. Being one of the leading Manufacturers of and Supplier of LDO Pumps and fuel injection internal gear pumps are available in various sizes. Internal gear pump moves a fluid by repeatedly enclosing a fixed volume within interlocking gears,

Stainless Steel Rotary Gear Pump

Double Helical Rotary Gear Pump

Bitumen Jacketed Gear Pump

Fuel Injection Internal Gear Pump

Double Helical Stainless Steel Rotary Gear Pump

Bitumen Pump

Flange Mounting Rotary Gear Pump

Lubrication Pump

Tar Boiler Pump (Bitumen Boiler Pump)

Colour Pump

Rotary Lobe Pump

For More Details Click here : https://www.jkgearpump.com

[devpumps1]

Rotary Trochoidal Gear Pump Internal Gear Pump

Rotary Trochoidal Gear Pump Internal Gear Pump In DIL series, there are only two pumping elements in latest internal gearing cum lobe principle. The flow of liquid is axial through the elements. This results in unmatched suction characteristics that are impossible in double helical external gear pumps. Also there is only one shaft well supported at both ends of rotor for smooth, Silent, vibration-free running and eliminating bearing problems normally found in conventional gear pumps. Consequently, series DIL series pump has a very low noise level. This series needs practically no maintenance and has much longer service life than other types. This pumps are design for clear fuel Oils , Lubrication & Minerals Oils. The Pump Body is made from graded Cast Iron, Gears & rotors are made from sintered iron , shaft is made from En-Series Alloy Steel materials , Bushes are self lubricated sintered bronze , Shaft sealing is through NBR Oil Seal for leak proof working, In-built Pressure Relief Valve ensures safety against exceeds pressure and prevent electric motor from overload . For More Details  Click here :https://www.rotarygearpumpsindia.com/rotary-trochoidal-gear-pump.html

[jkgearpump]

we are a leading double helical rotary gear pump manufacturer. Since our inception, we have been engaged in offering the most efficient and cost effective range of double helical rotary gear pumps with extraordinary features, compact Design and low noise.

link:https://www.jkgearpump.com/?page_id=898

[rainbowprecision]

Roller Bearings

Roller bearings are made similarly to ball bearings. However, they feature line contact rather than point contact, which increases their capacity and shock resistance. There are various types of rollers, including cylindrical, spherical, tapered, and needle-shaped ones. Cylindrical roller bearings may handle only little thrust loads. When doubled up, spherical roller bearings can handle greater thrust and misalignment. Tapered roller bearings can handle considerable thrust loads. Needle bearings, cylindrical roller bearings, can be produced as needle roller thrust bearings and have a high radial load capacity for their size.

Needle bearings will nearly always be of this style, just like roller bearings are available in full-complement designs. Since the rollers are grinding against each other, friction will be increased when using needle bearings in reciprocating motions.

Applications of Roller Bearings

Roller bearings are often utilized at lower speeds and larger weights than ball bearings. Under shock and impact loading, roller bearings perform better. Roller bearings are less forgiving of misalignment than ball bearings. Heavy combined radial and thrust stresses are manageable in roller bearings.

Grease or oil may be used to lubricate roller bearings. A sealed bearing that doesn't need grease replacement over its lifetime has been made possible by improvements in sealing technology. Even bearings that are properly specified, installed, aligned, maintained free of debris, and adequately greased will eventually fail due to fatigue, even though numerous causes might cause a bearing to fail. Designers can use a variety of charts to select the best bearing for a particular application based on the operation's criticality and the type of a machine's operational cycle.

As part of preventative maintenance plans, roller bearings are periodically checked. For machinery in vital service, bearings may be checked continually; balance-of-plant equipment may be checked only occasionally. The distinctive tones and bearings created in the frequency domain can identify specific bearing geometries. These tones can be trended and utilized to estimate how soon a bearing would fail and its condition. As a result, repairs can be planned during outages, etc., thanks to predictive maintenance, eliminating the need to let a machine run until it breaks simply.

Thrust bearings for sale

A specific kind of rotary bearing is a thrust bearing. They permanently revolve between components like other bearings, but they are made to support mostly axial loads.

Applications for automotive, marine, and aerospace thrust bearings are quite frequent. In the main and tail rotor blade grips of RC (radio controlled) helicopters, they are also utilised.

Because helical gears, which are utilised in current car gearboxes for the forward gears, produce axial forces that must be handled as well as smoothness and noise reduction, thrust bearings are employed in automobiles.

To lessen the strain on an antenna rotator, thrust bearings are also utilised with radio antenna masts.

The clutch "throw out" bearing, also known as the clutch release bearing, is one type of thrust bearing found in automobiles.

Conclusion

Ball bearings, needle bearings, linear shafting, MIL-SPEC bearings, tapered roller bearings, thrust bearings for sale from the Rainbow Precision Products. We aim to provide consumers with the appropriate product for their application or situation. Our customers can be sure that we will assist them in successfully getting their machines up and running, whether it is through our reasonable price, several shipping locations, a range of delivery speeds, a comprehensive product database, or by contacting us and accessing Rainbow's knowledge.

Please let us know if you need assistance choosing the right bearings for your application throughout the design or production phases. Request a quote or get in touch.

[trivenigroup]

Turbine Manufacturers in India

Triveni Group is top turbine manufactures in india. Triveni Group provides renewable solutions specifically for captive and independent power producers for power generation and heating applications. Its steam turbines are used in diverse industries, ranging from sugar, distillery, cement, textiles, food processing etc. Read More:https://www.trivenigroup.com/Triveni-Turbines

[diabolus1exmachina]

Pagani Utopia /yuˈtoʊpiə/ Utopia [countable, uncountable] an imaginary place or state in which everything is perfect. 

No heavy batteries, no hybrid power, just a wonderful V12; no dual-clutch system, just a pure seven-speed manual or automated transmission. All this to ensure that the car would respond better than ever to its driver’s every action and work with them to be the purest form of driving, a ‘classic’ experience defined in new ways. The new car has very few aerodynamic add-ons yet is more efficient than ever.

Where some hypercars have a multitude of spoilers, Utopia incorporates the function of these appendices into its overall shape, achieving greater downforce and reduced drag solely by means of its design. Everything on this car is art but also has to be functional like the forged wheels that have a turbine-shaped carbon fiber extractor which draws hot air away from the brakes and reduces turbulence under the body.

The longtime cooperation with Pirelli tires brought to the development of special large tires (silhouette of Utopia can be seen on their sidewalls too) 21” in the front and 22” in the rear, crucial in order to transfer the exuberant torque to the ground efficiently and bring the finishing touches to the car’s exceptional road feel.

The side mirrors, as if suspended in mid-air, thanks to the airfoil-shaped support are set apart from the body for better aerodynamic penetration, showing the meticulous optimization that was carried out on them in the wind tunnel. The rear lights float at the sides of the rear wings, set into the air extractors.

The signature titanium quad is still present. It has a ceramic coating, in order to dissipate the heat efficiently, but still sets the weight just above 6 kilograms for the complete system. The double wishbone suspension, made from aerospace aluminum alloy, benefits from the lengthy development work carried out on the Huayra R but adapted and tamed for road use.

The carbon monocoque used on previous Pagani models sets the standard in terms of its strength, lightness and build quality. Pagani has chosen to consolidate its existing strengths, to improve how its fibers are woven and to constantly invent new composite materials such as Carbo-Titanium and Carbo Triax.

On top of that, a new type of A-class carbon fiber has been developed specifically for aesthetic applications such as the bodywork, providing 38% of additional stiffness with the same density. 30 years of close cooperation with Daimler delivered on the Utopia the last iteration of the AMG 6-liter biturbo V12 engine specially built for Pagani: it delivers 864 bhp and, above all, a prodigious 1100 Nm of torque.

It revs higher and is both more flexible and more powerful while meeting the most stringent emissions regulations, including those in force in California. For the transmission the choice was a philosophical one. It would not be a dual-clutch transmission which is efficient, but heavy and robs the driver of the ability to set the pace of the car’s acceleration. Instead, Pagani turned to the most prestigious motorsport and high performance automotive transmission manufacturer, Xtrac, to develop the quickest shifting gearbox with helical gears possible. It is compact, light and transversely mounted for an optimized center of gravity.

Moreover, in order to best match the wishes expressed by Pagani enthusiasts, its aficionados, a virtual manual would not be acceptable so a real seven-speed manual transmission has been developed. It was not an easy task to design such a gearbox with synchronizer rings and a mechanism able to handle 1100 Nm of torque adequate for a pure manual application, but it was an essential requirement for Utopia.

[greatworldwar2]

• Hotchkiss H35

The Hotchkiss H35 or Char léger modèle 1935 H was a French cavalry tank developed prior to World War II. The Hotchkiss H35 was adopted in 1936 by the French Cavalry arm.

In 1926, it had been decided to provide armour support to the regular infantry divisions by creating autonomous tank battalions equipped with a light and cheap infantry tank, a char d'accompagnement. In 1933, the Hotchkiss company under its own initiative presented a plan to produce a design. This was made possible by the application of a new technology to produce cast steel sections to construct an entire hull. On June 30th, 1933, this proposal was approved by the Conseil Consultatif de l'Armement. On August 2nd, 1933 the specifications were issued: a weight of 6 long tons (6.1 t) and 30 mm (1.2 in) armour protection all around. Three prototypes were ordered from Hotchkiss, but the French industry as a whole was also invited to provide alternative proposals for a nouveau char léger. On January 18th, 1935, the first Hotchkiss prototype, not yet made of armour steel, was presented to the Commission d'Expérience du Matériel Automobile (CEMA) at Vincennes; it was a machine gun-armed tankette without turret. It was tested until 4 March 1935, when it was replaced by the second identical prototype to be tested until May 6th. Both had to be rejected because new specifications had been made on June 21st, 1934 that increased the desired armour thickness to 40 mm (1.6 in).

On August 19th, the third prototype was delivered, equipped with a cast APX turret and featuring a redesigned hull; it was tested until September 20th and accepted. On November 6th, 1935 a first order was made for 200 vehicles. Though it should have been completed between July 1936 and July 1937, the first production vehicle was in fact delivered on September 12th, 1936. A first additional orders had already been made of 92 on September 7th, 1936, to be completed in November 1937. A third one of 108 vehicles followed in January 1937, to be completed in September 1938. By January 1st, 1937 132 hulls had been produced. None of these had at that date yet been fitted with a turret. The first series vehicle was again extensively and intensively tested until 4 December 1936. The testing soon showed that its cross-country handling qualities were unacceptably poor. It was simply impossible to safely steer the vehicle on a somewhat bumpy surface, posing an extreme danger to nearby friendly infantry. The Infantry therefore initially rejected any further procurement. Eventually, in 1937, it decided to accept only the last hundred tanks to equip just two battalions with the type. For political reasons however, stopping production of the tank was unacceptable. As a result the first three hundred vehicles of the production run were offered to the Cavalry, which was forced to accept them because it would not have been granted a budget for other tanks anyway. The H 35 was, at 28 km/h (17 mph), also somewhat faster than the Renault R35, which was capable of 20 km/h (12 mph), although in practice its average speed was lower than that of the R 35 because of its inferior gear box.

The Hotchkiss H35 was a small vehicle, 4.22 m (13.8 ft) long, 1.95 m (6.4 ft) wide and 2.133 m (7.00 ft) tall and weighing 10.6–11.37 t (10.43–11.19 long tons). The hull consisted of six cast armour sections, bolted together: the engine deck, the fighting compartment, the front of the hull, the back of the hull and two longitudinal sections left and right forming the bottom. The hull was made water-tight by cementing these sections together with Aslic, a product based on tar mixed with lime. The casting allowed for sloped armour, avoiding shot traps, to optimise the chance of deflection but the protection levels did not satisfy the Infantry. Maximum armour thickness was not the specified 40 mm (1.6 in) but 34 mm (1.3 in). There were persistent quality problems, worsened by the fact that many subcontractors had to be used: at first the armour was made much too soft; when hardness was increased it became brittle and hence developed weak spots. There was a crew of two. The driver sat at the right front, behind a large cast double hatch and next to the combined gearbox and steering unit. Behind him was a round escape hatch in the bottom of the hull. Driving the vehicle was very hard work. The Hotchkiss lacked the Cleveland differential ("Cletrac") of its Renault competitor, and it responded unpredictably to changes of direction. The brakes could not sufficiently compensate for this, being too weak, especially when driving down-slope.

No less troublesome was the gearbox: it was difficult to engage the highest fifth gear and so the theoretical top speed of 27.8 km/h (17.3 mph) was rarely reached. There was one reverse gear. The inevitable rough handling of the tank by the driver resulted in much wear and tear. Mechanical reliability was poor. The suspension consisted of three bogies per side—each formed of two bell cranks arranged as "scissors" with springs at the top. Each bogie carried two rubber-rimmed wheels. The bogies superficially resembled the R35 type, but used horizontal helical springs instead of rubber cylinders. The sprocket was at the front, the idler which itself was sprung to automatically control tension at the rear. There were two top rollers. The tank was powered by a 78 hp six-cylinder 86 x 100 3485 cc engine which was on the left of the engine compartment. A 160-litre fuel tank on the right, combined with a twenty litres reserve reservoir, gave a range of 129 km (80 mi) or eight hours on a varied terrain. Also a cooling fan drew air through the radiator and was also expected to cool the fuel tank. The trench-crossing capacity was 1.8 m (5.9 ft), the wading capacity 85 cm (33 in). The APX-R turret was the same standard type as used on the R35 and R40 tanks, made of 40 mm (1.6 in) cast steel and armed with the short 37 mm SA 18 gun, which had a maximum armour penetration of only 23 mm (0.91 in). Traverse of the turret was with a handwheel. The commander sat in a saddle suspended from the turret. The tank carried about 100 rounds for the gun, and 2,400 rounds for the coaxial 7.5 mm Reibel machine gun – the 37 mm ammunition racked on the left hand side of the hull, the 7.5 mm ammunition on the right side in fifteen circular magazines with 150 rounds each; a final magazine was to be at the ready on the machine-gun itself.

For access there was a hatch at the back of the turret. When opened, the commander could sit on it for better observation, but this left him very vulnerable and slow to reach the gun. The alternative was to fight closed-up, observing through the vertical slits or the visor of the hatchless cupola. The Cavalry liked neither this arrangement nor the weak gun. The latter problem was lessened somewhat by enlarging the breech so that special rounds with a larger charge could be used. This increased muzzle velocity to about 600 m/s (2,000 ft/s) and maximum penetration to about 30 mm (1.2 in). In the Spring of 1940 the original diascopes of the Chrétien type were gradually replaced with episcopes, offering more protection.

In the Cavalry arm, the main user at first, the Hotchkiss tanks replaced as main combat tanks the light AMR 33 and AMR 35 vehicles, that for want of a better type had been used to form the bulk of the first two Cavalry armoured divisions. As the new medium SOMUA S35 was initially produced in very limited numbers, until early 1939 the Hotchkiss equipped three of the four divisional tank regiments. In April 1940 the 342e CACC (Compagnie Autonome de Chars de Combat or "Independent Tank Company") was sent to Norway after Operation Weserübung, the German invasion of that country, having first been intended to form part of an expeditionary force to assist Finland in the Winter War. This autonomous company, equipped with fifteen Char léger modèle 1935 H modifié 39, all with short guns, fought in the later phase of the Battles of Narvik, after having landed on May 7th. According to the official army acceptance lists, at the start of World War II 640 Hotchkiss tanks had been delivered. The inventories deviate slightly: of the 300 H35s allocated to the Cavalry, 232 were fielded by ten cavalry squadrons, 44 were in depot, eight in factory overhaul and sixteen in North Africa. Of the H39s, sixteen were used by the Cavalry in North Africa and six in depot; 180 were fielded by four Infantry tank battalions and fourteen were in the Infantry matériel reserve. It was decided to concentrate most Allied production capacity for light tanks into the manufacture of a single type, and the Hotchkiss tank was chosen as it had the necessary mobility to be of use in the many armoured divisions the Entente planned to raise for the expected decisive summer offensive of 1941. To this end British and Portuguese heavy industry had to assist in producing the cast armour sections. It was hoped to increase production to 300 a month in October 1940, and even 500 a month from March 1941, the sections of 75 of which to be provided by Britain in exchange for a monthly delivery of nine Char B1s.

These plans were disrupted by the Battle of France. In May 1940 the type equipped in the Cavalry units two tank regiments (of 47) in each of the three Mechanised Light Divisions and served as AMR in the 9th and 25th Mechanised Infantry Division. Furthermore, sixteen vehicles were part of the 1er RCA in Morocco. In the Infantry it equipped the two autonomous battalions mentioned above and two battalions of 45 in each of the three Divisions Cuirassées, the latter with the H39 variant. Most Hotchkiss tanks were thus concentrated in larger motorised units, in the armoured divisions supplementing the core of heavier tanks, though they were mismatched. Following the French defeat in the Battle of France about 550 Hotchkiss tanks were captured and used by the Germans as Panzerkampfwagen 35H 734(f) or Panzerkampfwagen 38H 735(f); most for occupation duty. Like the French, the Germans made no clear distinction between a H38 and a H39; and fitted many with a cupola with a hatch. Panzer-Abteilung 211 was deployed in Finland during Operation Barbarossa, equipped with Hotchkiss tanks. In 1944, three of its vehicles were converted to 7.5 cm self-propelled guns. German H35/39s also saw action in Yugoslavia with 7.SS-Freiwilligen-Gebirgs-Division "Prinz Eugen", 12. Panzer-Kompanie z.b.V. and I./Panzer-Regiment 202. In 1942 a project was launched to make use of French equipment as carrier platforms for heavier guns, directed by Major Alfred Becker, an artillery officer who was a mechanical engineer by trade. He had experience making similar conversions with captured Belgian and British vehicles. Some vehicles were modified into munition carriers or artillery tractors (Artillerieschlepper 38H(f)) or rocket-launchers (Panzerkampfwagen 35H(f) mit 28/32 cm Wurfrahmen). In June 1943, 361 Hotchkiss tanks were still listed in the German Army inventories as 37 mm gun tanks; this number had decreased to sixty in December 1944.

Three Hotchkiss tanks of the "H39" version had been exported by France to Poland in July 1939 for testing by the Polish Bureau of Technical Studies of Armoured Weapons, with a view to a larger purchase. During the German invasion of Poland in 1939 the Hotchkiss tanks, together with three Renault R 35 tanks, were organised into an ad hoc "half company" unit under lieutenant J. Jakubowicz, formed on September 14th, 1939 in Kiwerce, Poland. The unit joined the "Dubno" task force and lost all of its tanks during the marches and fighting against German and Soviet armies, due to fuel shortages. In North Africa, 27 vehicles (thirteen H35 and fourteen H39) were officially serving in the 1e Régiment de Chasseurs d'Afrique and were allowed to remain there by the armistice conditions; another five were hidden in Morocco. They fought the Allies during the opening stages of Operation Torch, the Allied invasion of French North Africa, near Casablanca in November 1942, destroying four M3 Stuart light tanks. The regiment then joined the allied cause and was re-equipped with M4 Sherman medium tanks in the summer of 1943. After the war, some Hotchkiss tanks were used by French security forces in the colonies, such as French Indochina, and occupation forces in Germany. Ten H39s were clandestinely sold to Israel, they were shipped from Marseilles to Haifa in 1948.

One Hotchkiss H35 and nine Hotchkiss H35s modifié 39 have survived to this present day, all of the modifié 39 were further modified by the Germans during World War II.

[justforbooks]

André-Gustave Citroën was born on February 5, 1878. He was a French industrialist and the founder of French automaker Citroën. He is remembered chiefly for the make of car named after him, but also for his application of double helical gears.

Born in Paris, André-Gustave was the fifth and last child of Jewish parents, diamond merchant Levie Citroen and Masza Amelia Kleinman. He was a cousin of the British philosopher Sir A. J. Ayer (the only son of his aunt Reine).

The Citroen family moved to Paris from Warsaw in 1873. Upon arrival, the French diaeresis was added to the Dutch surname (reputedly by one of André's teachers), changing Citroen to Citroën. Citroen comes from a grandfather in the Netherlands who had been a greengrocer and seller of tropical fruit, and had taken the surname of Limoenman, Dutch for "lime man," his son however changed it to Citroen, which in Dutch means "lemon".

His father committed suicide when André was six years old (presumably after failure in a business venture in a diamond mine in South Africa). It is reputed that the young André was inspired by the works of Jules Verne and had seen the construction of the Eiffel Tower for the World Exhibition, making him want to become an engineer.

André was a graduate of the École Polytechnique in 1900. In that year he visited Poland, the birthland of his mother, who had recently died. During that holiday, he saw a carpenter working on a set of gears with a fish bone structure. These gears were less noisy, and more efficient.

Citroën bought the patent for very little money, leading to the invention that is credited to Citroën: double helical gears. Also reputed to be the inspiration of the double chevron logo of the brand of Citroën. In 1908, he was installed as a chairman for the automotive company Mors, where he was very successful.

During World War I, he was responsible for mass production of armaments. Citroën gained an international reputation during the war, and more as the leading production expert in France. His activities were extensive in connection with the Renault plant, which employed 35,000 men in the manufacture of munitions during the war.

In the middle of 1919, Citroën was one of the directors of the Société Française Doble, Paris, to build steam cars in France. Some other directors of the company were Paul Sicault, of the Renault Co.; M. Mery, of the Turcat-Mery Co.; M. Delage, the automobile designer. The design was not feasible and Citroën turned to other projects.

Citroën founded the Citroën automobile company in 1919, leading it to become the fourth largest automobile manufacturer in the world by the beginning of the 1930s (specifically 1932). Costs for developing the model Traction Avant, which improved the sales for the company, led to bankruptcy in 1934. It was taken over by the main creditor Michelin, who had provided tires for the cars.

He died in Paris, France, of stomach cancer in 1935, and was interred in the Cimetière du Montparnasse, the funeral being led by the Chief Rabbi of Paris.

Daily inspiration. Discover more photos at http://justforbooks.tumblr.com

[themechanic868]

150yrs old British vertical lathe tooling - 3.5 ton Double Helical Gear for rolling mill

"Engineering Marvels: The Evolution of British Vertical Lathe Tooling and the Iconic 3.5-Ton Double Helical Gear for Rolling Mills"**

"British Vertical Lathe Tooling: 150 Years of Precision Engineering Excellence"

British Vertical Lathe Tooling has a rich history spanning 150 years, marked by a legacy of precision engineering and innovation. Among its notable contributions to industrial machinery is the iconic 3.5-ton Double Helical Gear designed specifically for rolling mills.

Originating from the heart of Britain's industrial revolution, British Vertical Lathe Tooling emerged as a frontrunner in the development of specialized equipment for various industries. The introduction of the 3.5-ton Double Helical Gear stands as a testament to the company's commitment to pushing the boundaries of engineering excellence.

Crafted with meticulous attention to detail and unparalleled expertise, the Double Helical Gear serves a critical role in the operation of rolling mills, ensuring smooth and efficient performance. Its robust design, capable of withstanding immense pressures and loads, has made it indispensable in the manufacturing process of various metal products.

What sets this gear apart is its innovative double helical configuration, which enhances durability and reduces wear and tear, thereby prolonging the lifespan of the equipment. This groundbreaking design has revolutionized the efficiency and reliability of rolling mill operations, earning acclaim from industry experts worldwide.

Over the decades, British Vertical Lathe Tooling has continuously refined its manufacturing processes and embraced cutting-edge technologies to meet the evolving needs of the industry. The 3.5-ton Double Helical Gear remains a cornerstone of its product line, symbolizing the company's unwavering dedication to quality and performance.

As British Vertical Lathe Tooling celebrates its sesquicentennial milestone, the legacy of the 3.5-ton Double Helical Gear endures as a shining example of British engineering prowess. With a commitment to innovation and excellence, the company looks forward to shaping the future of industrial machinery for generations to co

Welcome to the fascinating world of British Vertical Lathe Tooling, where precision engineering meets innovation. For over 150 years, this iconic British company has been at the forefront of revolutionizing industrial machinery, with its crowning achievement being the development of the legendary 3.5-ton Double Helical Gear designed specifically for rolling mills.

150yrs old British vertical lathe tooling - 3.5 ton Double Helical Gear for rolling mill,The Industrial Revolution and the Birth of British Vertical Lathe Tooling, The story begins in the 19th century amidst the throes of the Industrial Revolution. British Vertical Lathe Tooling emerged as a beacon of innovation, harnessing the power of steam and ingenuity to transform the manufacturing landscape.

Pioneering Precision Engineering*

At the heart of British Vertical Lathe Tooling's success lies a dedication to precision engineering. From the earliest lathes to the most advanced machining centers, the company's commitment to quality has been unwavering

The Genesis of the 3.5-Ton Double Helical Gear**Meeting the Demands of Rolling Mills*

As industries grew, so did the need for specialized machinery. Rolling mills, in particular, presented unique challenges that demanded innovative solutions. British Vertical Lathe Tooling rose to the occasion, setting out to design a gear capable of withstanding the rigors of continuous operation.

Engineering Excellence Takes Shape*

The development process was a testament to British Vertical Lathe Tooling's ingenuity and expertise. Drawing upon decades of experience, engineers meticulously crafted the blueprint for what would become the 3.5-ton Double Helical Gear,

Precision Manufacturing in Action*

With the design finalized, manufacturing commenced. Skilled craftsmen utilized state-of-the-art machinery to forge each gear to exacting specifications. From raw materials to finished product, every step was executed with precision and care

Revolutionizing Rolling Mill Operations**

The Double Helical Advantage*

What sets the 3.5-ton Double Helical Gear apart is its revolutionary design. Unlike traditional gears, the double helical configuration offers unparalleled strength and stability, making it ideal for the demanding environment of rolling mills.

Enhancing Efficiency and Reliability*

Installed within rolling mills, the Double Helical Gear works tirelessly to ensure smooth operation. Its robust construction minimizes friction and wear, resulting in extended service life and reduced maintenance downtime

Enduring Excellence and Future Innovations**

A Legacy of Excellence*

As British Vertical Lathe Tooling celebrates its 150th anniversary, the legacy of the 3.5-ton Double Helical Gear endures as a testament to British engineering prowess. Countless industries rely on this iconic gear to drive their operations forward.

Embracing Future Challenges*

But the journey doesn't end here. With advancements in technology and manufacturing techniques, British Vertical Lathe Tooling continues to push the boundaries of what's possible. From AI-driven automation to 3D printing, the future holds endless possibilities for innovation.

In conclusion, British Vertical Lathe Tooling's journey from humble beginnings to global acclaim is a testament to the power of innovation and perseverance. The 3.5-ton Double Helical Gear stands as a symbol of excellence, driving industries forward and shaping the course of history. As we look to the future, one thing is certain: the legacy of British Vertical Lathe Tooling will continue to inspire generations of engineers and manufacturers for years to come.

With this comprehensive guide, we invite you to delve deeper into the world of British Vertical Lathe Tooling and discover the remarkable story behind the iconic 3.5-ton Double Helical Gear.

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Bitumen Jacketed Gear Pump Manufacturer | JK Pumps Industries

JK Pump Industries is a leading manufacturer of high-quality Bitumen Jacketed Gear Pumps designed specifically for the demanding needs of the bitumen industry. Our Bitumen Jacketed Gear Pump Series (JKRBJ) is engineered to efficiently handle the thick and viscous nature of bitumen, ensuring smooth and reliable operation in even the harshest conditions. Crafted with precision and expertise, our Bitumen Jacketed Gear Pumps are equipped with robust gear mechanisms and durable materials to withstand the challenging environments often encountered in bitumen applications. The jacketed design of our pumps allows for efficient heating, ensuring optimal viscosity control and flow performance, even at high temperatures. As a trusted Bitumen Jacketed Gear Pump Manufacturer, JK Pump Industries prioritizes quality and reliability in every pump we produce. Our pumps undergo rigorous testing and quality assurance procedures to guarantee superior performance and longevity. With a focus on innovation and customer satisfaction, we continually strive to enhance our Bitumen Jacketed Gear Pump Series to meet the evolving needs of the industry. Whether it's for transferring, metering, or circulating bitumen, our pumps deliver consistent and efficient operation, minimizing downtime and maximizing productivity.

For more details clicks here - https://www.jkgearpump.com/bitumen-jacketed-gear-pump-series-jkrbj/

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Double Helical Rotary Gear Pump Manufacturer, Exporter and Supplier

Double Helical Rotary Gear Pump (JKRN / JKRX) We are a leading double helical rotary gear pump manufacturer. Since our inception, we have been engaged in offering the most efficient and cost effective range of double helical rotary gear pumps with extraordinary features, compact Design and low noise. Double Helical Rotary Gear Pump Supplier, we never compromise on the quality of our products. We also Exporters of Double Helical Rotary Gear Pump, we are dedicated towards manufacturing and supplying innovative and exceptional quality double helical rotary gear pumps. Location we are Supplier and Exporters inMehsana | Surat | Ahmedabad | Vapi | Ankleshwar | Dahej | Mumbai | Bharuch | Coimbatore | Hyderabad | Delhi | Chennai | Bengaluru | Taloja | Kolkata | Pune | Jaipur | India | South Africa | Kenya | Nairobi | Dubai | Saudi Arabia | Canada | Malaysia

Rotary Gear Pump (Series — JK)

Stainless Steel Rotary Gear Pump (Series — JKSS)

Double Helical Rotary Gear Pump (Series — JKRN / JKRX)

Bitumen Jacketed Gear Pump (Series — JKRBJ)

Fuel Injection Internal Gear Pump (FIG Pump) (Series — SFIG)

Double Helical Stainless Steel Rotary Gear Pump (Series — JKMS)

Bitumen Pump (Series — JKSG)

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Lubrication Pump (Rotary Pump) (Series — JKMP

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DEW-I Series Screw External Gear Pumps

The “ DEV” make DEW-I Series Screw end Heavy Duty Rotary Double Helical ( Herring Bone ) External Gear Pumps special Ball Bearing Design for liquid media Lubricating and Minerals oils . It has Max. Design Pressure is 20 Kg/cm2 . The Ball Bearings are lubricated by liquid itself.

The “ DEV” make DEW-II Series Screw end Heavy Duty High Pressure Rotary External Gear Pumps has Spur type Gear Design with Special wearing plate cum Bush bearings. The Pump has Max. Design Pressure is 35 Kg/cm2 .

The Both DEW –I & DEW-II series Pump’s in three piece construction has main pump body, front cover and back cover with in-built pressure relief valve . The Shaft sealing is by Leap Seal or M. Seal fitted For more details  Click here: https://www.rotarygearpumpsindia.com/

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At JK Gear Pumps, we are a leading double helical rotary gear pump manufacturer. Since our inception, we have been engaged in offering the most efficient and cost effective range of double helical rotary gear pumps with extraordinary features, compact Design and low noise.

link:https://www.jkgearpump.com/?page_id=898