PIV Drives GmbH have been in operation for over 70 years with a 
technology that is now playing a major part in the future of the automotive sector. Positively Infinitely Variable drives utilise the same drive layout as the Constantly Variable Transmission (CVT) drives that are starting to make headway in many automotive applications, much in the same way that Reeves units are.
At the heart of the PIV unit is the all metal slatted chain and the grooved wheelfaces. The slats in the chain move laterally to engage the grooves in the wheelfaces. Therefore, the chain cannot slip. The pitch diameter of both pairs of wheelfaces is contolled to an infinite number of positions by the pivoting control levers and the control screw.
The chain consists of links, the number of which depends on the size and regulation range of drive conversion units. Chain links are assembled from pressed steel plates coupled by pivots. Chain ends are coupled by a closing pivot into an endless chain and prevented by a split pin from slipping out. These pivots are cold riveted, and the holes for pivots are provided with hardened casings.
In the chain links – perpendicular its axis – these is a jacket fixed in which there is mounted a bundle of flat links. The flat links are push fitted in an axial direction. Flat links movement is determined by function position of drive conversion unit.
Fairchild PIV being repaired at our Braeside facility
All Torque Transmissions handles servicing of PIV drives in-house, and we are able to overhaul and repair drives with quick turnaround times. Industries that are dependent on PIV drives invariably require turnaround delivery times to be kept to a minimum.
WEG brake motors consist of an induction motor coupled to a Lenze brake, forming an integral, compact and robust unit. In WEG brake motors, the frame material is aluminium from 63 to 112 and cast iron from 63 to 160.
The induction motor is totally enclosed with external ventilation, giving the same performance characteristics of the WEG IP55 range of motors.
The brake is of sturdy construction, with few moving parts, ensuring long durability with a minimum of maintenance.
Spring operated brakes are brakes with two friction surfaces where the braking force is provided by compression springs. When the motor is disconnected from the supply, the coil of the electromagnet is de-energised. This allows pressure to be exerted by the springs to push the armature plate towards the motor and thus cause the brake disc to be compressed between the armature plate and the endshield.
The brake linings are pressed between the friction surfaces of the armature and the endshield, braking the motor until it comes to a stop. In the case of braking, an air gap occurs between the armature plate and the stator. To release the brake, the coil of the stator is excited by means of DC current. The resulting magnetic flux causes the armature plate to be pulled towards the stator. Thus, the rotor is released.
The brake also can be released manually using the hand release. The hand release returns to its base position automatically after operation.
Bonfiglioli manufactures gearboxes for yaw control in the wind turbine industry. An integrated motor, gearbox, inverter and pinion is supplied as a single unit, which ensures a complete package for the wind energy sector is readily available.
All Torque Transmissions is the distributor for ComInTec in Australia. We have had a long relationship with the Italian torque limiter manufacturer, and one of the most popular types is the ‘DF’ friction limiter.
Comintec torque limiters are overload protection devices with a sprocket mounted between two friction discs that slide without disengaging when it reaches the pre-set peak torque. The torque is adjustable by altering the spring pressure.
There are various factors that we look at when a customer considers the repair or replacement of an existing industrial gearbox. The main ones are:
Cost is always a consideration when looking at the repair vs. replacement equation. Depending on what is involved in the repair and the nature of the reason for the failure in the first place, in many cases a straight replacement makes the most sense. Unfortunately, this is not always feasible.
Repairing gearboxes is labour intensive. It is for this reason that smaller units are usually replaced without much consideration for repair, as the percentage of labour to the overall cost of the gearbox is quite high. Larger gearboxes that require only new bearings and seals and have not too much gear wear, are the perfect candidate for repair. We always consider the cost when replacement is an option.
Not all gearboxes (or even spare parts) are always readily available. Delays in replacement can keep production lines idle, so we also consider what is required to get production running again. Sometimes, this may mean substituting the original unit for something that is available and then utilising engineering to ensure fitment and function are identical. At other times, we may be able to assist with a partial-repair, until the proper replacement unit is available.
There is no doubt that the Australian manufacturing landscape features a hodgepodge of industrial equipment, sourced from all over the world. The availability of equipment on imported machinery can be hit and miss, especially with some product sourced from the US and its continued usage of imperial dimensions.
All Torque has both a thorough understanding of the equipment being used by most machinery manufacturers and the ability to either replace with original or substitute as time factors dictate.
All Torque – Breakdown ServiceRegardless of the reasons why you need a new gearbox, All Torque will always offer a breakdown service to minimise production delays. We even utilise our own in-house machining capability to stretch the range of the standard product that is available.