contitech马牌皮带技术资料.pdf

ContiTech Power Transmission Systems ContiTech Group of Continental AG No.4 December 2001 2 No. 4 Contents 1. Foreword. 3 2. Workshop tips . 4 2.1 'A tooth for a tooth'. 4 2.2 New images on TECDOC 6 2.3 Round to square or square to round, with or without a groove, or maybe. 7 3. Claims processing. 8 4. Technical information relating to the replacement intervals. 9 5. New additions 9 Annex: Vehicle application guide for new belts Masthead As someone well-versed in the automotive aftermarket and reader of Technical News, you certainly have ideas and suggestions for improvements. Maybe you can even provide an interesting article on actual experience with ContiTech transmission belts. We would be delighted to hear from you! Editorial staff: ContiTech Antriebssysteme GmbH Marketing Service Ms. Wiebke Schmugge Philipsbornstraße 1 D-30165 Hannover Phone: ++49(0)511 938-5203 Fax: ++49(0)511 938-5233 wiebke.schmugge@antriebssysteme.contitech.de 3 No. 4 1. Foreword Dear Reader, This is your copy of the fourth issue of Technical News, the information-packed newsletter that focuses on all aspects of transmission belts. As we are receiving an increasing number of requests for Technical News, we would appreciate it if you could also pass the newsletter on to your customers to ensure that as many workshops as possible have up-to-date technical information from us. Please remember that at the back of this issue there is a summary of new additions to the range and their respective applications. This takes account of all new classifications introduced since the publication of the most recent 2000/2001 application guide for passenger cars and vans published in June 2000. The team at ContiTech Antriebssysteme would like to wish you and your family a happy Christmas and all the best for the New Year. Happy reading! Wiebke Schmugge 4 No. 4 2. Workshop tips 2.1 'A tooth for a tooth' The belt already fitted in the car has square teeth (LA profile), whilst the new belt has rounded teeth (LAR profile) or vice-versa. Why are there different profiles for the same timing drive and is it safe to fit either? Profiles have changed in shape and appearance in the course of developments, part of the reason for this being to reduce noise levels in the timing drive. Some of these very different profiles run on the same pulley (LA? LAR? LAN), whilst other very similar- looking profiles have to have their own pulley (HTDA 9,525M, HTDA 8M, HTDK 8M). ContiTech has introduced the CT numbering system to help distinguish between the many different timing belts and to remove any uncertainty in the workshops. Each CT number stands for a timing belt for a particular engine type, which means there is virtually no room for error. What is the most common cause of timing belt failure? Inadequate operating conditions are almost always the reason timing belts fail, whereby insufficient tension is undoubtedly the most frequent cause, followed by incorrect alignment (lateral wear of the belt) and edge breakages (forced fitting). Why are timing belts supplied in boxes? The belt should remain in its original packaging until it is fitted on the engine. The packaging protects the belt from damage and soiling, so that it is in perfect condition when it is fitted. Belts of dubious origin or ones without packaging may be damaged or soiled and should not be fitted under any circumstances. 5 No. 4 Why is it that, despite automatic belt tensioning pulleys, belts fail due to insufficient tension? This happens very rarely. But even automatic belt tensioning pulleys are ultimately mechanical components and corrosion, for example, may make them stiff in their running and therefore unable to ensure optimum tension - or they may stop working altogether. Why should the special tools prescribed by the manufacturer actually be used? Only the special tools prescribed ensure correct fitting of the timing belts. Under no circumstances should force be applied to timing belts, nor should screwdrivers or tyre levers be used, as these might damage the tension strands. Why does it make sense to replace other engine components at the same time as the timing belt? All sub-components - be it tensioning, deflection or guide pulleys, or even in some cases toothed pulleys - are subject to natural wear and tear. Although all the sub-components can be expected to function well until the timing belt is changed for the first time, there is no way of saying whether they will continue to do so until it is changed for the second or third time. It is therefore a good idea to use a kit when changing the timing belt, as this will also contain all the main sub-components, thereby eliminating any risk. On engines with more than one timing belt in the control drive (diesel, balance shaft), it is wise to replace both belts at the same time. There are technical and economic reasons for this - the “second“ belt is also subject to normal wear and tear, and by replacing both belts at once one avoids t。