Highly Flexible Couplings - Brochure

Technical Information Highly Flexible CouplingsHigh reliabilityIncreased reliability combined with less downtimes are the customers requirements for modern drive systems. Focusing these re quire-ments Voith Turbo puts highest attention on the service life of all drive chain components and con-nected equipment.Well-established technologyVoith Turbo Hochelastische Kupp-lungen GmbH & Co. KG is con tinu-ing the use of the well-established Kuesel coupling technology. More than 35 years experience in work ing in perfecting drive systems that are subjected to torsional vibrations are the basis of the relationship to our customers.All the world’s our homeWe are a reliable partner to engine and vehicle manufacturers in all international markets. A multitude of applications in the rail, con struc-tion and shipbuilding industries as well as test benches and other drive systems are equipped with Voith highly flexible couplings. Torsional vibration analysis and measurement services are com plet-ing the extensive product portfolio.Voith TurboContents1 Technical information 31.1 Drive chain 31.1.1 Vibrating drive chain 31.1.2 Diesel engines as source of torsional vibration41.1.3 Torsional vibration damper „Voith Highly Flexible Couplings“51.2 Elastomer element 61.2.1 Characteristic features 61.3 Causes of failure 81.3.1 Fatigue 81.3.2 Thermally induced failure 81.3.3 Forced rupture (overload) 81.3.4 Ageing 81.4 Friction dampers 92 Applications 102.1 Remote mounted arrangements 102.1.1 Kuesel universal joint shaft couplings 112.1.2 Outrigger bearing couplings 112.2 Separate mounted arrangements 122.2.1 Universally flexible couplings 122.3 Bell-house mounted arrangements 132.3.1 Blind assembly couplings 133 Dimensioning 143.1 Methodology 143.2 Selecting the Coupling Series 143.3 Selecting the Coupling Size 143.4 Torsional Vibration Analysis (TVA) 143.5 Operational strength 154 Overview of the Coupling Series 164.1 Coupling Series for remote mountedarrangements BR 140 – BR 199164.2 Coupling Series for separate mounted arrangements BR 200 – BR 240 204.3 Coupling Series for bell-house mounted arrangements BR 311 – BR 371224.4 Examples of special coupling designs K… 235 Coupling identification 245.1 Couplings with standard elastomer element245.2 Couplings with disk elastomer element245.3 Outrigger bearing couplings 246 Measurement units andconversion factors257 Coupling technical data 268 Maximum admissible speeds 379 Admissible shaft misalignments 3810 Questionnaire 3911 Technical services 4212 Certification 4313 Classification 432where J1 and J2 are the involved inertias and C1/2 is the elastic stiff-ness of the connection between the two masses.If the system is incited with a fre-quency f which is equal to the nat-ural frequency (f = fnat), the vi bra tion amplitude A will grow depending on the excition amplitude AA. If the vi -bra tion is not damped, the amplitude 1.1.1 Vibrating drive chainThe individual components of a drive chain are made of elastic ma -ter ials (e.g. steel) and have a mass. Ac cord ingly, they represent a sys-tem susceptible to torsional vi bra-tion. If this system is incited, it will start vibrating with a determined frequency: its natural frequency fnat.In the case of linear, undamped two-mass resonators, the natural fre quency can be calculated ac -cord ing to the following equation: 1 Technical information 1 1 1fnat = C1/2 ( + ) 2p J1 J2will continue to grow until the system is destroyed (fatal resonant rise). If a damping D is introduced, the vibration amplitude will assume a finite value (fig. 1): Torsional vibration in a drive chain can be regarded comparable. The stiffness is in this case called tor-sional stiffness, CT, and the mass oscillating around the axis of ro ta-tion is characterised as the mass moment of inertia, J.Fig. 1: Resonant rise function of a linear two-mass resonator according to the above equation.3543211 2 3 ??D 01.1 Drive chainA drive chain will normally consist of:n a driving machine (prime mover)n coupling elements (couplings, gears etc.)n a driven machine (power consumer)The drive chain transmits mechan-ical power that can be calculated from torque and speed.Especially in mobile applications, re ciprocating diesel engines are used as prime movers. The ma -chines to be driven are often pumps, compressors or generators. A 1 + D2? = = AA (1-?)2 +D2 fwhere ? = fe1.1.2 Diesel engines as source of torsional vibrationA reciprocating diesel engine does not convey its capacity evenly over one rotation of the crankshaft. This is illustrated in figure 2: on prin-ciple, the torque transmitted to the crankshaft by each of the cylinders fluctuates very much. An increased number of cylinders and higher in-ertia weights (flywheel) will re duce the range of torque fluc tu ation. Nonetheless, a diesel enginestrains the drive chain considerably, espe-cially since the new injection tech-nologies have been introduced and there is the trend towards ever light er inertia weights.Fig. 2: Partial march of pressure in a 1-Cylinder motor at low speed3020100-10PT?Fig. 3: Stress-number line of elastomer under a dynamic loadFour-stroke engines produce per cylinder one torque peak in every two crankshaft revolutions. In multi-cylinder engines with even firing intervals, the excitation incidence (order) is therefore equal to the half of z, the number of cylinders. Considering the engine speed n, it is possible to calculate the excit-ation frequency fexc for the drive chain and to compare it to the natu-ral frequency fnat of the drive chain: z n /min-1fA = · 2 60 sAlso above the natural frequency of a drive chain, the dynamic stress resulting from the torque fluc tu-ations of a diesel engine has detri-mental effects on the lifetime of any component in it (i.e., joint shafts, gears etc.). Even a slight reduction in the dy-nam ic vibration amplitude can multi ply the lifetime of the drive chain components by several times These facts are very clearly il lus-trated by the so-called Wöhler Dia-gram (a stress-number diagram, see fig. 3).In overcritical operating conditions (f > fnat), it must be ensured that the minimum excitation frequency will in all operating points will remain to a sufficient degree above the natu-ral frequency so that the rate of rise ? will remain below 1. The same applies to subcritical operating con-ditions (f < fnat).4p [bar]AmplitudeFailure probabilityNumber of stress cycless10 % 50 % 90 %103 104 105 106 10751.1.3 Torsional vibration damper “Voith Highly Flexible Couplings”A useful operational strength and plant lifetime is often achieved only after a Highly Flexible Coupling has been installed in the drive chain.In systems where a diesel engine acts as prime mover, the Highly Flexible Coupling has mainly two functions:1. Shift the first natural frequency of the vibrating drive chain into an uncritical range.2. Sufficiently damp any occurring vibration amplitudes.Voith Highly Flexible Couplings are well-suited to these tasks. Special elastomers are employed in the spring elements that feature both high elasticity and excellent damp-ing characteristics. The damping effect can be further increased using additional friction damping. A suitable design and material se lec-tion allows us to vary the char ac ter-istic data of a coupling and to adapt them to the customer‘s specific re-quirements.1.2 Elastomer element1.2.1 Characteristic featuresThe elastomer element is the basic functional and constructional com-ponent of Voith Highly Flexible Couplings. An essential characteris-tic feature of the elastomer element is its great capacity for deformation that is attained through the special molecular structure of the material and gives it an elastomeric-viscous quality.When a elastomer element is deformed, the work of deformation (see fig. 4) is transformed to:n Elastic energy which can be reconverted to mechanical work (spring-back to the initial position).n Viscous energy which is dissipat-ed in the form of heat.The stiffness represents the propor-tionality factor in the transformation of elastic energy to mechanical work. The static stiffness depends on the employed elastomeric mate-rial and the component geometry. The dynamic stiffness is influenced by the vibration amplitude, the ma-terial temperature and the vibra tion frequency (fig. 5). It can be ex-pressed only for a specific com po-nent geometry in specific operating conditions and is not constant.Viscous energy is the waste pro-duct of the work of deformation which is transformed into heat in an elastomer element. It is called structural or internal damping of a material. The damping effect of the elastomer element depends on the elastomer material, the vibration amplitude, the vibration frequency and the elastomer temperature (fig. 6). It is not constant and can only be stated for one determined operating condition.6Fig. 4: Moment-Angle-Line of a Voith Elastomer elementAngleTorqueFig. 5: Influence of temperature and vibration amplitude on stiffnessCorrection factors for an initial examination of the torsional vibration (catalogue value x correction factor)Shore-Hardness(Natural rubber)Operating temperature (natural rubber)Stiffness Relative damping45-60 ShA20 °C 1 160 °C 0.8 0.870 ShA20 °C 1 160 °C 0.6 0.67Fig. 6: Dependence of the internal damping on temperature and vibration amplitudeThese correction factors will nor-mal ly yield sufficiently precise re-sults. Exact correction factors for specific elastomeric materials can be ob tained from of Voith Turbo.Voith Turbo employs of natural rub-ber (N) and silicone (S) elasto meric materials in its Highly Flexible Couplings.The natural rubber material (N) fea-tures excellent properties such as:n linear stiffnessn high elasticityn high damping capacityn high dynamic strengthn very low ageing tendency at temperatures below 100 °Cn using different hardness, both torsional rigidity and torsional strength can be adjusted.The silicone material (S) is used in conditions with high thermal stress and when a progressive char ac ter is-tic is required. It is furthermore pos-si ble to use elastomeric ma te ri als that are electrically insulating (E).Rel. stiffnessTemperature [°C]Rel. amplitude1.41.21.00.80.60.40.2030 40 50 60 70 80 90 100 1.00.50.15Rel. DampingTemperature [°C]Rel. amplitude1.21.00.80.60.40.2030 40 50 60 70 80 90 100 1.00.50.1581.3 Causes of failureThe dynamic stress during op er-ation and the elastomeric prop-erties, which change during oper-ation, cause the Highly Flexible Coupling to be ex posed to a com-plex stress pattern. However, the strain limit of the elastomeric elem-ent may not be exceeded.The following 4 modes of failure determine the strain limits:1. Fatigue (endurance limit)2. Thermally induced failure (thermal degradation)3. Forced rupture (overload)4. AgeingIn most of the cases, the failure of a coupling can be attributed to fa-tigue and thermal destruction.1.3.1 FatigueThe material fails due to repeated stress. While the elastomeric mate-rial can endure numerous low-level stress cycles, it can withstand only a few high-level stress cycles. The frequency of stress recurrence must be so low that the material will not heat up.1.3.2 Thermally induced failureThe material fails due to chemical decomposition (reversal) of the mo-lec u lar structure caused by heat. The elastomer element can be heated up by high ambient tem per-a tures as well as by damping work which arises due to continuous al-ter na ting effort at high frequencies. In practice, both causes of failure often occur simultaneously because they influence each other det ri men-tally.1.3.3 Forced rupture (overload)The elastomeric material fails due to a (quasi-)statical load above the ultimate strength. Preceding fatigue may already have caused cracks in the elastomer so that the rupture load causing failure is lowered due to the reduced remaining cross-sectional area of the elastomer el e-ment. The mechanical strength is reduced through the effects of heat even before the chemical reversal process starts so that again, the rup ture load causing failure after starts is reduced even further.1.3.4 AgeingChemical reactions of the elastomer element surface with media present in the environment result in a de-struction of the molecular structure. This causes surface degradation which lower the strain limits for fa-tigue and forced rupture.1.4 Friction dampersTo maximise damping, Voith Highly Flexible Couplings can be equipped with an optional friction damper. This is a friction disk which is in-serted between the primary and the secondary part of the coupling and is preloaded by the elastomer el e-ment (fig. 7). The required damping can be adjusted via the preload path of the element.The friction disk has a further pur-pose: it acts as a thrust bearing for the elastomer element in the coup-ling. Thanks to the preload, the ela s tomer element is operated in a state of stress that is advantageous to the lifetime.Friction converts mechanical power into heat energy and the friction ma ter ial is continually being worn down. Over time, the normal force exerted on the friction disk will weak en due to the decrease in the elastomer element preload and the damping effect will diminish stead i-ly. If the load spectrum is exactly known, the friction coefficient, nor-mal force and wear behaviour of the friction pairing in the coupling can be dimensioned so that the wear limit coincides with the life time of the elastomer element. This avoids costly maintenance work and reduces the life cycle costs.Fig. 7: Preloaded elastomer element and friction disk in the highly flexible coupling9preload path2 ApplicationsFig. 8: Schematic diagram of the joint shaft remote mounted arrangement.102.1 Remote mounted arrangementsn Driver and driven machines are installed on different foundations and located relatively distant from each other.n A joint shaft is employed as a shaft coupling.n The Highly Flexible Coupling sup ports the weight of the joint shaft, guiding and stiffening it ra-dially. The added benefit of this being that the shaft operates without any unbalance forces.n For the remote mounted ar range-ments, Voith Turbo offers two different coupling designs ac-cord ing to size and length of the joint shaft (fig. 9 and 10):With the reduction of dynamic tor-sional vibrating loads the Highly Flexible Coupling in drive chains performs additional functions that can be distinguished by the way the drive unit and power output are installed: Practically all drive chains can be divided into one of the 3 methods of installation:n Remote mounted arrangement (fig. 8)n Separate mounted arrangement (fig. 11)n Bell-house mounted arrangement (fig. 13)11Fig. 9: Kuesel universal joint shaft coupling, e.g. Series BR 152.Fig. 10: Outrigger bearing coupling, e.g. Series BR 144.2.1.2 Outrigger bearing couplingsn The coupling comprises of a bear ing system for bell-house mount ing if the crankshaft bear-ings of the diesel engine cannot support the weight of joint shaft and coupling.n The bearing is located inside a bell-housing which is bolted to the engine flywheel housing.n The weight of the joint shaft is transmitted to the engine flywheel housing.n The bearing does not carry out a vibrating rotation, it rotates with the joint shaft, and for this reason needle roller bearings are used.2.1.1 Kuesel universal joint shaft couplingsn The bearing which guides the joint shaft is integrated into the coupling design.n The weight of the joint shaft and coupling is transmitted to the rear crankshaft bearing.n Depending on the coupling se-ries, friction or antifriction bear-ings are used.n These bearings follow any rel a-tive twist of the coupling per form-ing an oscillating rotary move-ment. This is considered both in the bearing design and in the se-lec tion of the bearing materials.BR 152Fig. 11: Schematic diagram of a separate mounted arrangement.Fig. 12: Universally Flexible Coupling, e.g. Series BR 2002.2 Separate mounted arrangementsn Driver and driven machines are installed on different foundations and located relatively close to each other.n Driver and driven machines have elastic supports and can there-fore vibrate in the axial, radial and angular direction relative to one another.n The coupling compensates for these movements by having add-ition al flexibility in axial, radial and angular direction.n For separate mounted arrange-ments, Voith Turbo offers dif-ferent designs of the following couplings:2.2.1 Universally flexible couplingsn The flexibility is adjusted via the elasticity of the elastomer elem-ent (fig. 12).12BR 2302.3.1 Blind assembly couplingsn The blind assembly capability can be implemented in different ways:– Toothing directly in the elasto-mer element (fig. 14)– Positive engagement between an inner and outer ring by means of pins– Positive engagement by means of splined hub and shaft (fig. 15)Fig. 13: Schematic diagram of a bell-house mounted arrangementLeft, Fig. 14: Blind assembly coupling with SK element, e.g. Series BR 316.Right, Fig. 15: Blind assembly coupling with friction damping, e.g. Series BR 362.13BR 3152.3 Bell-house mounted arrangementsn The driven machine is directly flanged onto the engine flywheel housing.n The Highly Flexible Coupling is designed as a blind assembly unit since it needs to be mounted at the same time as the driver and driven machine are bolted together.n For bell-house mounted arrange-ments, Voith Turbo offers different designs of the following couplings:3 Dimensioning3.1 MethodologyDimensioning a Highly Flexible Coupling is an iterative process due to the complexity of the material stressing:14Satisfying result Dimensioning according to the specified torque with appropriate operating and lifetime factors (size) Check of the torsional vibration strength of the chosen coupling concept (torsional vibration analysis)Analysis of the operating resistance of the chosen coupling systemChoice of series depending on the installation method of the drive chainStartEndyesno3.2 Selecting the Coupling SeriesThe criteria for the selection of the suitable Series are described in sec-tion 3.The major aspects are:n Mounting arrangementn Power take-off (primary) and driven unit (secondary) shaft connectionsn Available installation spacen Ease of installation and dismantlingn Maximum speedn Flexibility3.3 Selecting the Coupling Sizen A reference value for the se lec-tion of a coupling size is the torque consumed by the driven machine at the nominal (rated) speed: Tnom.n Depending on the operating con-ditions of the drive system, an operational factor SL determined that takes into account the fol low-ing influencing variables:– Number and size of load im-pacts (e.g. transient effects)– Ratio of the primary and sec-ond ary mass moments of in-ertia– Extent of the difference be-tween operating speed and natural frequency of the drive chain– Temperature in the coupling environmentn The selection of the coupling size aims chiefly at dimensioning its lifetime with respect to the caus-es of failure „elastomer el e ment fatigue“ (see section 1.3.1) and to the wear of a friction damper which is possibly in stalled (see section 1.4).n When selecting the size, not all catalogue values need nec es-sarily to be observed (section 7). If the catalogue values are ex-ceeded, it is however mandatory to consult Voith Turbo.n Furthermore, the German stand-ard DIN 740 defines additional coupling characteristic data that can be used in dimensioning the coupling. This data is stated in the data sheets.3.4 Torsional Vibration Analysis (TVA)n The aim of the Torsional Vibration Analysis with regard to the elas to-mer coupling is to determine the permanently occurring vibrational torques in the coupling in different operating conditions.n These alternating torques heat the elastomer element up due to the damping (power loss). The TVA is therefore essentially a check for cause of failure „Ther-mally in duced failure“ (also see section 1.3.2).n At higher environment tem pera-tures (e.g. installation in side a bell-housing), the Highly Flexible Coupling can dissipate less heat. This will reduce the maximum ad-missible dissipated power and the resulting ad mis si ble con tinu-ous alternating torque.n If the elastomer element heats up, its stiffness will decrease. This leads to an increased angle of twist across the coupling. The lifetime of the elastomer element will therefore decrease ac cord-ing ly.3.5 Operational strengthn The lifetime of an elastomeric coup ling is limited by the dynamic operating stress by fatigue. Here, the decisive factors are the num-ber and the force of load impacts (sudden load changes, load peaks) and the consequential damage.n The relationship between the amount of partial damage through alternating loads and the size of a load impact is known for certain materials and can be found for others with the help of multiple-stage lifetime tests. It serves as a basis for detecting the (dynamic) operational stress using the meth odology and pro-cesses made avail able by the operational strength. These can be considered in the dimension-ing or to determine the lifetime of the coupling.Definition of coupling characteristic data according to standard DIN 740Term Symbol DefinitionRated torque TKN Continuous transferable torqueMaximum torque TKmaxMaximum transferable torque, risingly to be endured at least 105 times and alternatingly at least 5 x 104 timesVibratory torque TKW Torque amplitude, to be continuously endured at 10 Hz and 20 °C environment temperatureMaximum damping powerPKWAdmissible damping power, to be continuously endured at 10 Hz and 20 °C environment temperatureAxial misalignment ??Ka Axial misalignment tolerance of the half-couplingRadial misalignment ??Kr Radial misalignment tolerance of the half-couplingsAngular misalignment ??Kw Angular misalignment tolerance of the half-couplingRigidity of the torsion spring (stiffness)CTdyn CTdyn = dTKd?Relative damping ? ? = ADAelAD: damping power of one vibration cycle Ael: elastic deformation energy15n An essential condition for this is that the dynamic operational loads are known in the form of a representative load spectrum. The loads can be determined with a TVM (Torsional Vibration Measurement) and can be con-verted into a load spectrum by means of an appropriate clas si fi-ca tion process. Using the re la-tion ship between load spectrum and partial damage, a damage accumulation can be carried out and the serviceable life of a coup ling with the desired prob-ability of failure can be predicted.4 Overview of the Coupling SeriesBR 140 BR 142 BR 144BR 150 BR 151 BR 1524.1 Coupling Series for remote mounted arrangements BR 140 – BR 152Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig-nationType of coupling Bearing type Frictional dampingConnection NotesBR 140 Centred single element coupling as flange bearingAntifriction bearingno Engine flywheel/housing – joint shaftBR 153 Centred single element couplingAntifriction bearingyes Flange – joint shaft For higher speedsBR 142 Centred single element coupling as flange bearingAntifriction bearingyes Engine flywheel/housing – joint shaftRelatively small mass on the flywheelBR 154 Centred single element couplingFriction bearingyes Flange – joint shaftBR 144 Centred single element coupling as flange bearingAntifriction bearingyes Engine flywheel/housing – joint shaftRelatively big mass on the flywheelBR 155 Centred single element couplingFriction bearingyes Flange – joint shaftBR 150 Centred single element couplingFriction bearingyes Engine flywheel – joint shaftVery short installed length BR 157 Centred single element couplingFriction bearingyes Solid shaft – joint shaft Smallest coupling inertia at universal joint shaft sideBR 151 Centred single element couplingAntifriction bearingyes Engine flywheel – joint shaftFor higher speeds BR 158 Centred single element couplingFriction bearingyes Solid shaft – joint shaft Biggest coupling inertia at universal joint shaft sideBR 152 Centred single element couplingFriction bearingyes Engine flywheel – joint shaftBR 159 Centred twin element coupling with double torsional elasticityFriction and anti friction bearingno Flange – joint shaft Particularly suitable for engine test rigs16Coupling Series for remote mounted arrangements BR 153 – BR 159BR 153 BR 154 BR 155BR 157 BR 158 BR 159Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig-nationType of coupling Bearing type Frictional dampingConnection NotesBR 140 Centred single element coupling as flange bearingAntifriction bearingno Engine flywheel/housing – joint shaftBR 153 Centred single element couplingAntifriction bearingyes Flange – joint shaft For higher speedsBR 142 Centred single element coupling as flange bearingAntifriction bearingyes Engine flywheel/housing – joint shaftRelatively small mass on the flywheelBR 154 Centred single element couplingFriction bearingyes Flange – joint shaftBR 144 Centred single element coupling as flange bearingAntifriction bearingyes Engine flywheel/housing – joint shaftRelatively big mass on the flywheelBR 155 Centred single element couplingFriction bearingyes Flange – joint shaftBR 150 Centred single element couplingFriction bearingyes Engine flywheel – joint shaftVery short installed length BR 157 Centred single element couplingFriction bearingyes Solid shaft – joint shaft Smallest coupling inertia at universal joint shaft sideBR 151 Centred single element couplingAntifriction bearingyes Engine flywheel – joint shaftFor higher speeds BR 158 Centred single element couplingFriction bearingyes Solid shaft – joint shaft Biggest coupling inertia at universal joint shaft sideBR 152 Centred single element couplingFriction bearingyes Engine flywheel – joint shaftBR 159 Centred twin element coupling with double torsional elasticityFriction and anti friction bearingno Flange – joint shaft Particularly suitable for engine test rigs17Coupling Series for remote mounted arrangements BR 160 – BR 173BR 160 BR 161 BR 170BR 171 BR 172 BR 173Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig-nationType of coupling Bearing type Frictional dampingConnection NotesBR 160 Centred twin element coupling Antifriction bearingno Engine flywheel – joint shaftFor higher speeds BR 190 Coupling design with longitudinal expansion compensation shaftFriction bearingno Engine flywheel – flange Particularly suitable for engine test rigsBR 161 Centred twin element coupling Antifriction bearingno Flange – joint shaft For higher speeds BR 198 Coupling design consisting of: – highly flexible coupling– synchronising shaftFriction and anti friction bearingyes Engine flywheel – joint shaftSpecifically designed for small marine main propulsion drives (Aquadrive CVT®)BR 170 Centred twin element coupling Antifriction bearingyes Engine flywheel – joint shaftFor higher speeds BR 199 Coupling design consisting of: – highly flexible coupling– joint shaft– connecting elements, if requiredBR 171 Centred twin element coupling Antifriction bearingyes Flange – joint shaft For higher speedsBR 172 Centred twin element coupling Friction bearingyes Engine flywheel – joint shaftBR 173 Centred twin element coupling Friction bearingyes Flange – joint shaft18Coupling Series for remote mounted arrangements BR 190 – BR 199BR 190 BR 198 BR 199Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig-nationType of coupling Bearing type Frictional dampingConnection NotesBR 160 Centred twin element coupling Antifriction bearingno Engine flywheel – joint shaftFor higher speeds BR 190 Coupling design with longitudinal expansion compensation shaftFriction bearingno Engine flywheel – flange Particularly suitable for engine test rigsBR 161 Centred twin element coupling Antifriction bearingno Flange – joint shaft For higher speeds BR 198 Coupling design consisting of: – highly flexible coupling– synchronising shaftFriction and anti friction bearingyes Engine flywheel – joint shaftSpecifically designed for small marine main propulsion drives (Aquadrive CVT®)BR 170 Centred twin element coupling Antifriction bearingyes Engine flywheel – joint shaftFor higher speeds BR 199 Coupling design consisting of: – highly flexible coupling– joint shaft– connecting elements, if requiredBR 171 Centred twin element coupling Antifriction bearingyes Flange – joint shaft For higher speedsBR 172 Centred twin element coupling Friction bearingyes Engine flywheel – joint shaftBR 173 Centred twin element coupling Friction bearingyes Flange – joint shaft194.2 Coupling Series for separate mounted arrangements BR 200 – BR 240BR 200 BR 210 BR 215BR 220 BR 230 BR 240Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig-nationType of coupling Bearing type Frictional dampingConnection NotesBR 200 Universally flexible twin element coupling– no Engine flywheel – solid shaftBR 311 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft For generators according to DIN 6281BR 210 Universally flexible twin element coupling– no Engine flywheel – solid shaftElements can be dismantled radially via a split ringBR 315 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Standard design, shortBR 215 Universally flexible twin element coupling– no Engine flywheel – solid shaftRadially removable elements BR 316 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Standard design, longBR 220 Universally flexible twin element coupling– no Flange – solid shaft BR 317 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Radially removable elementsBR 230 Universally flexible twin element coupling– no Solid shaft – solid shaft BR 318 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Elements can be housing dismantled radially if the fly-wheel protrudes sufficientlyBR 240 Universally flexible twin element coupling– no Solid shaft – solid shaft Radially removable elements BR 321 Blind assembly coupling with disk element(s)– no Solid shaft – solid shaft204.3 Coupling Series for bell-house mounted arrangements BR 311 – BR 321BR 311 BR 315 BR 316BR 317 BR 318 BR 321Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig-nationType of coupling Bearing type Frictional dampingConnection NotesBR 200 Universally flexible twin element coupling– no Engine flywheel – solid shaftBR 311 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft For generators according to DIN 6281BR 210 Universally flexible twin element coupling– no Engine flywheel – solid shaftElements can be dismantled radially via a split ringBR 315 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Standard design, shortBR 215 Universally flexible twin element coupling– no Engine flywheel – solid shaftRadially removable elements BR 316 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Standard design, longBR 220 Universally flexible twin element coupling– no Flange – solid shaft BR 317 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Radially removable elementsBR 230 Universally flexible twin element coupling– no Solid shaft – solid shaft BR 318 Blind assembly coupling with disk element(s)– no Engine flywhee – solid shaft Elements can be housing dismantled radially if the fly-wheel protrudes sufficientlyBR 240 Universally flexible twin element coupling– no Solid shaft – solid shaft Radially removable elements BR 321 Blind assembly coupling with disk element(s)– no Solid shaft – solid shaft214.3 Coupling Series for bell-house mounted arrangements BR 322 – BR 371BR 322 BR 362BR 340BR 371BR 364 BR 366Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig nation Type of coupling Bearing typeFrictional dampingConnection NotesBR 322 Blind assembly coupling with disk element(s)– no Solid shaft – solid shaftRadially removable elements K 050 364 1105 Blind assembly coupling with failsafe protection– yes Engine flywhee – solid shaftBetween a Diesel engine and a pump power take-off unitBR 340 Single element blind assembly coupling without preload– no Engine flywheel – splined shaftFor light-duty applications K 056 900 1025 Kuesel universal joint shaft coupling with short installed lengthFriction bearingyes Engine flywhee – joint shaftFor marine propulsions, engine flywheel is integrated into couplingBR 362 Single element blind assembly coupling– yes Engine flywheel – splined shaftK 010 900 1265 Coupling shaft with quadruplicate and torsional flexibilityFriction and antifriction bearingno Flange – flange Two Kuesel universal joint shaft couplings BR 159 connected by a profile shaftBR 364 Single element blind assembly coupling– yes Engine flywheel – solid shaftK 015 900 1043 Centred twin element coupling combined with synchronising jointAntifriction bearingno Flange – flangeBR 366 Twin element blind assembly coupling– no Engine flywheel – solid shaftK 045 900 1050 Centred twin element coupling, electrically insulatedFriction bearingno Solid shaft – joint shaft Following prEN 50124, up to 1000 VBR 371 Twin element blind assembly coupling– no Engine flywheel – generator solid shaftFor single-bearing generatorsK 080 900 1013 Centred triple element coupling Friction bearingno Flange – joint shaft224.4 Examples of special coupling designs K… K 050 364 1105 K 056 900 1025 K 010 900 1265K 015 900 1043 K 045 900 1050 K 080 900 1013Desig-nationType of coupling Bearing type Frictional dampingConnection Notes Desig nation Type of coupling Bearing typeFrictional dampingConnection NotesBR 322 Blind assembly coupling with disk element(s)– no Solid shaft – solid shaftRadially removable elements K 050 364 1105 Blind assembly coupling with failsafe protection– yes Engine flywhee – solid shaftBetween a Diesel engine and a pump power take-off unitBR 340 Single element blind assembly coupling without preload– no Engine flywheel – splined shaftFor light-duty applications K 056 900 1025 Kuesel universal joint shaft coupling with short installed lengthFriction bearingyes Engine flywhee – joint shaftFor marine propulsions, engine flywheel is integrated into couplingBR 362 Single element blind assembly coupling– yes Engine flywheel – splined shaftK 010 900 1265 Coupling shaft with quadruplicate and torsional flexibilityFriction and antifriction bearingno Flange – flange Two Kuesel universal joint shaft couplings BR 159 connected by a profile shaftBR 364 Single element blind assembly coupling– yes Engine flywheel – solid shaftK 015 900 1043 Centred twin element coupling combined with synchronising jointAntifriction bearingno Flange – flangeBR 366 Twin element blind assembly coupling– no Engine flywheel – solid shaftK 045 900 1050 Centred twin element coupling, electrically insulatedFriction bearingno Solid shaft – joint shaft Following prEN 50124, up to 1000 VBR 371 Twin element blind assembly coupling– no Engine flywheel – generator solid shaftFor single-bearing generatorsK 080 900 1013 Centred triple element coupling Friction bearingno Flange – joint shaft235 Coupling identification5.1 Couplings with standard elastomer element5.2 Couplings with disk elastomer element5.3 Outrigger bearing couplingsK 010 152 1 111 N 50Shore-HardnessElastomeric material: N: Natural rubberS: Silicone elastomerE: Electrically insulating materialConsecutive number: 000…9990: Standardised Coupling Series1: VariantCoupling Series: 100…399SizeIdentificationSK 1000 315 03 1 111 N 50Shore-HardnessElastomeric material:N: Natural rubberS: Silicone elastomerConsecutive number: 000…9990: Standardised Coupling Series1: VariantSAE flywheel connection: 01…09Coupling Series: 300…399SizeIdentificationAL 1000 140 01 03 1 111 N 50Shore-HardnessElastomeric material:N: Natural rubberS: Silicone elastomerConsecutive number: 000…9990: Standardised Coupling Series1: VariantSAE flywheel connection: 01…09SAE engine casing connection: 01…09Coupling Series: 100…199SizeIdentification246 Measurement units and conversion factorsUnit ConversionLength: l[m] [mm]Inch 1 in 0.0254 25.4Foot 1 ft 0.3048 304.8Yard 1 yd 0.9144 914.4Mile 1 mile 1609Nautic Mile 1 mile 1853Mass: m[kg] [g]Pound 1 lb 0.4536 453.6Ounce 1 oz 0.02835 28.35Force: F[N] = [kg m s-2]Pound force 1 lbf 4.448Kilopond 1 kp 9.807Mass moment of inertia: J[kg m2]Pound foot squared 1 lb ft2 0.04214Pound inch squared 1 lb in2 0.0002926Flywheel effect[kp m2] (= g · J)1 GD2 41 WR2 1Work: W[J] = [N m] [kJ]Foot pound force 1 ft lbf 1.3564British thermal unit 1 BTU 1055 1.055Great calorie 1 kcal 4.1868Power: P[W] [kW]Horsepower, metric 1 PS 735.5 0.7355Horsepower, imperial 1 HP 745.7 0.7457Angle: ?[rad]Degree 1 ° 0.01745Temperature:[K]Degree Celsius Temperature difference 1 °C 1Ice point 0 °C 273.15Degree FahrenheitTemperature difference 1 °F 1.8 t°F = [(9/5) · t°C] + 32Ice point 32 °F 273.15257 Coupling technical dataSingle standard elastomer element, preloaded, with frictional damping Coupling Series: BR 142, 144, 150, 151, 152, 153, 154, 155, 157, 158, 362, 364Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 005N 45N 50N 60N 701802002202405406006607206570758595014002100410090 1.6K 010N 45N 50N 60N 702603003303607809009901080901051151251300200030006200110 1.6K 015N 45N 50N 60N 7035039043048010501170129014401201351501701700260040008100130 1.6K 020N 45N 50N 60N 70450510570620135015301710186016018020021521003600500010600150 1.6K 025N 45N 50N 60N 70590660730810177019802190243018020022024528004600680013600170 1.6K 030N 45N 50N 60N 707508409301030225025202790309022525028031036006000880017950200 1.6K 035N 45N 50N 60N 709601090121013302880327036303990290325365400460076001170022600230 1.6K 040N 45N 50N 60N 7012401400155017103720420046505130370420465515600098001500029100260 1.6K 045N 45N 50N 60N 70168018902100231050405670630069304204705255808500133002040039500310 1.6Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C26Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 050N 45N 50N 60N 702170244027102990651073208130897054061068075010500171002600050000350 1.6K 055N 45N 50N 60N 7029903360373041108970100801119012330750840935103014600236003640070500420 1.6K 060N 45N 50N 60N 704400495055006050132001485016500181501100124013751515214003470053000103400510 1.6K 065N 45N 50N 60N 706300710079008700189002130023700261001260142015801740310005000077000149500630 1.6K 070N 45N 50N 60N 7091001020011400125002730030600342003750018202040228025004430071500110000213400760 1.6K 075N 45N 50N 60N 70124001400015500171003720042000465005130024802800310034206100098000151000290000900 1.6K 080N 45N 50N 60N 7016900190002110023200507005700063300696003380380042204640823001330002050003970001060 1.6K 085N 45N 50N 60N 70239002690029900329007170080700897009870047805380598065801170001880002900005620001280 1.6K 090N 45N 50N 60N 70357004120045400490009820011330012480013470066607500832091601780002880004400008600001530 1.6Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C27Twin standard elastomer elements in parallel, preloaded, with friction damping Coupling Series: BR 170, 171, 172, 173Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 005N 45N 50N 60N 7036040044048010801200132014401301401501701900280042008200140 1.6K 010N 45N 50N 60N 70520600660720156018001980216018021023025026004000600012400175 1.6K 015N 45N 50N 60N 70700780860960210023402580288024027030034034005200800016200205 1.6K 020N 45N 50N 60N 709001020114012402700306034203720320360400430420072001000021200235 1.6K 025N 45N 50N 60N 7011801320146016203540396043804860360400440490560092001360027200270 1.6K 030N 45N 50N 60N 70150016801860206045005040558061804505005606207200120001760035900310 1.6K 035N 45N 50N 60N 70192021802420266057606540726079805806507308009200152002340045200355 1.6K 040N 45N 50N 60N 70248028003100342074408400930010260740840930103012000196003000058200405 1.6K 045N 45N 50N 60N 703360378042004620100801134012600138608409401050116017000266004080079000480 1.6Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C28Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad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ynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C29Twin standard elastomer elements in parallel, preloaded, without friction damping Coupling Series: BR 160, 161, 200, 210, 215, 220, 230, 240, 366, 371Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAxial spring rigidityRadial spring rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] Cax [N/mm] Crad [N/mm] PKV [W] ?K 005N 45N 50N 60N 70360400440480108012001320144013014015017019002800420082002200300036006000700900130025001000.750.750.951.15K 010N 45N 50N 60N 7052060066072015601800198021601802102302502600400060001240026003400400068008001000140028001300.750.750.951.15K 015N 45N 50N 60N 7070078086096021002340258028802402703003403400520080001620030003800440078009001100160031001500.750.750.951.15K 020N 45N 50N 60N 709001020114012402700306034203720320360400430420072001000021200340044005000880010001200170034001700.750.750.951.15K 025N 45N 50N 60N 70118013201460162035403960438048603604004404905600920013600272003800500058001000011001300190036002000.750.750.951.15K 030N 45N 50N 60N 701500168018602060450050405580618045050056062072001200017600359004200580066001120013001500210042002200.750.750.951.15K 035N 45N 50N 60N 701920218024202660576065407260798058065073080092001520023400452004800660076001260015001700250048002500.750.750.951.15K 040N 45N 50N 60N 702480280031003420744084009300102607408409301030120001960030000582005400700088001400016001900280053002900.750.750.951.15K 045N 45N 50N 60N 70336037804200462010080113401260013860840940105011601700026600408007900060008000100001600018002100300059003400.750.750.951.15Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C30Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAxial spring rigidityRadial spring rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] Cax [N/mm] Crad [N/mm] PKV [W] ?K 050N 45N 50N 60N 70434048805420598013020146401626017940108012201360150021000342005200010000066009000112001800020002300330064003900.750.750.951.15K 055N 45N 50N 60N 705980672074608220179402016022380246601500168018702060292004720072800141000740010000125002000022002600380073004600.750.750.951.15K 060N 45N 50N 60N 708800990011000121002640029700330003630022002480275030304280069400106000206800820011000138002200026003000440084005700.750.750.951.15K 065N 45N 50N 60N 701260014200158001740037800426004740052200252028403160348062000100000154000299000960013000160002600029003400490095006900.750.750.951.15K 070N 45N 50N 60N 70182002040022800250005460061200684007500036404080456050008860014300022000042680011000150001880030000330039005700109008400.750.750.951.15K 075N 45N 50N 60N 7024800280003100034200744008400093000102600496056006200684012200019600030200058000012500170002160034000380044006400123009800.750.750.951.15K 080N 45N 50N 60N 70338003800042200464001014001140001266001392006760760084409280164600266000410000794000140001900024500380004300500073001400011600.750.750.951.15K 085N 45N 50N 60N 704780053800598006580014340016140017940019740095601076011960131602340003760005800001124000160002100027000420005000580084001640013900.750.750.951.15K 090N 45N 50N 60N 7071400824009080098000196400226600249600269400133201500016640183203560005760008800001720000198002640032450506006380748097902090016600.750.750.951.15Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C31Twin standard elastomer elements in series, preloaded, without friction damping Coupling Series: BR 159Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 005N 45N 50N 60N 7018020022024054060066072065707585475700105020501000.750.750.951.15K 010N 45N 50N 60N 702603003303607809009901080901051151256501000150031001300.750.750.951.15K 015N 45N 50N 60N 7035039043048010501170129014401201351501708501300200040501500.750.750.951.15K 020N 45N 50N 60N 70450510570620135015301710186016018020021510501800250053001700.750.750.951.15K 025N 45N 50N 60N 70590660730810177019802190243018020022024514002300340068002000.750.750.951.15K 030N 45N 50N 60N 707508409301030225025202790309022525028031018003000440090002200.750.750.951.15K 035N 45N 50N 60N 709601090121013302880327036303990290325365400230038005850113002500.750.750.951.15K 040N 45N 50N 60N 7012401400155017103720420046505130370420465515300049007500145502900.750.750.951.15K 045N 45N 50N 60N 70168018902100231050405670630069304204705255804250665010200197503400.750.750.951.15Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C32Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 050N 45N 50N 60N 70217024402710299065107320813089705406106807505250855013000250003900.750.750.951.15K 055N 45N 50N 60N 7029903360373041108970100801119012330750840935103073001180018200352504600.750.750.951.15K 060N 45N 50N 60N 704400495055006050132001485016500181501100124013751515107001735026500517005700.750.750.951.15K 065N 45N 50N 60N 706300710079008700189002130023700261001260142015801740155002500038500747506900.750.750.951.15K 070N 45N 50N 60N 7091001020011400125002730030600342003750018202040228025002215035750550001067008400.750.750.951.15K 075N 45N 50N 60N 70124001400015500171003720042000465005130024802800310034203050049000755001450009800.750.750.951.15K 080N 45N 50N 60N 7016900190002110023200507005700063300696003380380042204640411506650010250019850011600.750.750.951.15K 085N 45N 50N 60N 7023900269002990032900717008070089700987004780538059806580585009400014500028100013900.750.750.951.15K 090N 45N 50N 60N 70357004120045400490009820011330012480013470066607500832091608900014400022000043000016600.750.750.951.15Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C33Two couplings in series with two parallel standard elastomer elements each, preloaded without friction damping Coupling Series: BR 190Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 005N 45N 50N 60N 7036040044048010801200132014401301401501709501400210041002000.750.750.951.15K 010N 45N 50N 60N 70520600660720156018001980216018021023025013002000300062002600.750.750.951.15K 015N 45N 50N 60N 70700780860960210023402580288024027030034017002600400081003000.750.750.951.15K 020N 45N 50N 60N 709001020114012402700306034203720320360400430210036005000106003400.750.750.951.15K 025N 45N 50N 60N 7011801320146016203540396043804860360400440490280046006800136004000.750.750.951.15K 030N 45N 50N 60N 7015001680186020604500504055806180450500560620360060008800179504400.750.750.951.15K 035N 45N 50N 60N 70192021802420266057606540726079805806507308004600760011700226005000.750.750.951.15K 040N 45N 50N 60N 7024802800310034207440840093001026074084093010306000980015000291005800.750.750.951.15K 045N 45N 50N 60N 703360378042004620100801134012600138608409401050116085001330020400395006800.750.750.951.15Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C34Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ?K 050N 45N 50N 60N 704340488054205980130201464016260179401080122013601500105001710026000500007800.750.750.951.15K 055N 45N 50N 60N 705980672074608220179402016022380246601500168018702060146002360036400705009200.750.750.951.15K 060N 45N 50N 60N 7088009900110001210026400297003300036300220024802750303021400347005300010340011400.750.750.951.15K 065N 45N 50N 60N 701260014200158001740037800426004740052200252028403160348031000500007700014950013800.750.750.951.15K 070N 45N 50N 60N 7018200204002280025000546006120068400750003640408045605000443007150011000021340016800.750.750.951.15K 075N 45N 50N 60N 70248002800031000342007440084000930001026004960560062006840610009800015100029000019600.750.750.951.15K 080N 45N 50N 60N 703380038000422004640010140011400012660013920067607600844092808230013300020500039700023200.750.750.951.15K 085N 45N 50N 60N 7047800538005980065800143400161400179400197400956010760119601316011700018800029000056200027800.750.750.951.15K 090N 45N 50N 60N 70714008240090800980001964002266002496002694001332015000166401832017800028800044000086000033200.750.750.951.15Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C35Disk couplings, no preload Coupling Series: BR 140, 311, 315, 316, 317, 318, 321, 322Size Shore hardnessNominal torqueMax. torqueAdm. cont. altern. torqueDyn. torsional rigidityAdm. power lossRelative dampingAdm. speedA TKN [Nm] TKmax [Nm] TKW [Nm] CTdyn [Nm/rad] PKV [W] ? n [min-1]1 Disk coupling elementSK 400N 50N 60N 70400500500120012001200140170170160024004500650.750.91.154200SK 630N 50N 60N 70630800800190019001900220280280250040006800900.750.91.153800SK 1000N 50N 60N 7010001250125030003000300035044044046006000110001200.750.91.153500SK 1600N 50N 60N 7016002000200048004800480056070070080009800225001600.750.91.152900SK 2500N 50N 60N 70250031503150750075007500870110011001460018800442002100.750.91.152700SK 4000N 50N 60N 704000500050001200012000120001400170017002350032000860002800.750.91.152500SK 6300N 50N 60N 7063008000800019000190001900022002800280037000500001550003600.750.91.1523002 Disk coupling elements in parallelSK 4002N 50N 60N 708000100001000024000240002400028003400340047000640001720005600.750.91.152500SK 6302N 50N 60N 70126001600016000380003800038000440056005600740001000003100007200.750.91.152300Dynamic torsional rigidity at 20 °C Adm. temperature at the natural rubber surface between -40 to +90 °C368 Maximum admissible speedsCoupling SeriesBR 151, 153, 160, 161, 190, 200, 210, 215, 220, 230, 240, 362BR 170, 171, 172, 173BR 150, 152, 154, 155, 157, 158BR 364, 366 BR 159Size MaterialGG 25 GGG 40 C 45 GG 25 GGG 40 GG 25 GGG 40 C 45 GG 25 GGG 40 C 45K 005K 010K 015470042504000670060505700980087008100470042504000560049504600300030003000300030003000300030003000430039003600610055505200980087008100560049504600K 020K 025K 030350033002900495046504200730068006000350033002900415039003400300030002900300030003000300030003000320030002700450043003900730068006000415039003400K 035K 040K 045275025002300390035003300560051004700275025002300320029002700275025002300300030003000300030003000250023002100360033003000560051004700320029002700K 050K 055K 060210018001600290026002300420037003300210018001600240021001900210018001600290026002300300030003000190017001500270024002200420037003300240021001900K 065K 070K 075150013001200210019001700290026002350150013001200170015001300150013001200210019001700290026002350135012001100190017001600290026002350170015001300K 080K 085K 09011001000900150014001200210019001700110010009001200110095011001000900150014001200210019001700100090080014001300110021001900170012001100950All speeds stated in min-1. Higher speeds can be achieved upon request, please contact Voith Turbo for further information.379 Admissible shaft misalignmentsSize maximum admissible radial misalignment during load peakscontinuous admissible radial misalignment r at 600 min-1continuous admissible axial misalignmentcontinuous admissible angular misalignment at 600 min-1[mm] [mm] [mm] [°]BR 200, 210, 215, 220, 230, 240BR 190K 005K 010K 0151.51.51.71.01.21.30.91.01.21110.50.50.5K 020K 025K 0303.03.54.01.41.51.61.41.51.71110.50.50.5K 035K 040K 0454.04.04.01.71.82.01.82.02.11110.50.50.5K 050K 055K 0605.05.05.02.22.42.72.32.83.11110.50.50.5K 065K 070K 0755.05.06.03.03.53.63.53.94.31110.50.50.5K 080K 085K 0906.06.07.04.04.44.84.85.36.0111The recommended alignment tolerances are 10% of the stated admissible shaft misalignment.Radial displacement of couplings:The admissible radial displacements for couplings can be stated only with reference to one determined speed since any radial displacement causes additional thermal stress. The continuous displacement is stated for 600 min-1; at higher speeds nx, 600radm = r · , nx : max. speed nx3810 QuestionnairePlease complete the following questionnaire as detailed as possible, in order for a detailed design of a Voith Turbo Highly Flexible Coupling to be achieved:Basic informationCustomer enquiry no.:Name: Date:Company: Department:Street / P.O.B.:Postcode (zip): Town:Country:Telephone: Fax:E-mail: WWW:ConfigurationRemote mounted arrangement (Voith-Kuesel universal joint couplings) Joint shaft manufacturer: Size:Deflection angle vertical: Degrees Deflection angle horizontal: DegreesMass moment of inertia: kgm2 Dynamic torsional rigidity of the shaft: Nm / radFlange diameter: mm Bolt circle diameter: mmCentering diameter: mmCentering, height: mm Centering, depth: mmNumber of bores: Bore diameter: mmMax. ambient temperature: °CJoint shaft flange: ? DIN flange ? Löbro / CV ? Mechanics ? Spicer / SAE ? OthersSeparate mounted arrangement (Universally flexible couplings) Arrangement between: andExpected misalignment: axial mm radial mm angular DegreesShort-time load peaks: axial mm radial mm angular DegreesBell-house mounted arrangement (Blind assembly couplings) Coupling installed inside bell-housing: ? yes ? noMax. ambient temperature: °CIn case of installation inside bell-housing, please attach drawing illustrating the available space; else, state the connection dimensions (see „gears“).39Prime mover (driving machine)Manufacturer: Model:Int. combustion engine Motor? Diesel ? Gasoline ? Asynchronous ? SynchronousInt. combustion engines ? 2-Stroke ? 4-Stroke No. of cylinders:? In-line engine: ? *V-engine *Included angle between cyl. banks: DegreesRated power: kW Rated engine speed: min-1max. Power: kW max. engine speed: min-1max. torque**: Nm **at speed: min-1Idle speed: min-1 Ignition speed: min-1Displacement: Litres Stroke length: mmIgnition intervals: Degrees Mass moment of inertia incl. flywheel1): kgm2Dimensions of flywheel connection Flywheel SAE size:Centering diameter: mm Bolt circle diameter: mmNumber of bores: Bore diameter: mmIn case of narrow installation space and particular connection dimensions, please attach a drawing or sketch.Dimensions of flywheel housing connection Flywheel housing SAE size:Centering diameter: mm Bolt circle diameter: mmNumber of bores: Bore diameter: mmMotorsAsynchronous SynchronousRated power: kW Rated power: kWRated speed: min-1 Synchronous speed:: min-1Stalling torque: Nm Starting torque: NmDimensions of the connection Shaft diameter: mm Shaft length: mmFeather key dimensions: x mm according to DIN 6885 sheet 1Other dimensions:1) Necessary for the resonance assessment40Driven machine (power consumer)Manufacturer: Model:Category? Mechanical gearbox ? Automatic transmission*** ? with / ? without converter lockup***? Generator ? Reciprocating pump ? Rotary pump ? Blower? Power brake OtherPower datamax. Power: kW max. engine speed: min-1max. torque****: Nm ****at speed: min-1Mass moment of inertia: kgm2For marine propulsionNumber of propeller blades: ? Constant-pitch propeller ? Variable-pitch propeller ? WaterjetTorsional rigidity of the shafting: Nm / radPlease enclose drawing of the propeller shaft (length and diameter dimensions)Mass moment of inertia: ahead: kgm2 astern: kgm2 neutral: kgm2Please enclose a scheme of the elastic system of masses.For gearboxesDescription:Transmission ratio:Mass moment of inertia: kgm2Please enclose a scheme of the elastic system of masses.For pumps/compressorsAlternating torque induced to the crankshaft:Alternating torque + : Nm Alternating torque – : NmFrequency: HzDimensions of the connectionFlange diameter: mm Bolt circle diameter: mmCentering diameter: mmHeight: mm Depth: mmNumber of bores: Bore diameter: mmShaft diameter: mm Shaft length: mmFeather key dimensions: x mm according to DIN 6885 sheet 1Other dimensions:4111 Technical servicesn Torsional Vibration Analysis/Calculations (TVA/TVC): We offer the dynamic con sid er-ation of complete drive chains in the time and frequency area (e.g. during startup and shutdown, rated operation, idling, ac cel er-ation/deceleration, short circuit etc.).n Torsional Vibration Measurements (TVM): We offer measurements of complete drive chains, i.e. the measurement of torsional torques, angles of twist and temperatures directly on site.n Determination of load spectrums: Based on the results of torsional vibration measurements, we offer to determine application-specific load spectrums. Using these load spectrums, it is possible to di-men sion the coupling lifetime precisely and specifically.n Repair: We offer fast, expert and cost-efficient repair of coupling sys-tems, restoring to an as-new condition.n Service by field fitters:We offer to send you specialised mechanics for any commissioning work or other service work.The design of drive chains subject to torsional vibration requires many years of experience, especially for diesel engine appli ca-tions. Voith Turbo provides its customers with this experience in the form of extensive design and operating services. These are in particular:42BV, Bureau Veritas, FranceGL, Germanischer Lloyd, GermanyLRoS, Lloyds Register of Shipping, United Kingdom12 Certification4313 ClassificationWe offer to have our coupling designs approved, among others, by the following classification societies. Other classification societies upon request.DNV, Det Norske Veritas, NorwayRINA, Registro Italiano Navale, ItalyKRoS, Korean Register of Shipping, Republic KoreaABS, American Bureau of Shipping, USACertificates for the management systems to ISO 9001: 2000 (quality), ISO 14001: 2000 (environment) and OHSAS 18001: 1999 (occupational health and safety)At Voith, our top priority is to ensure the affordability, reliability, environmental compatibility and safety of our products and ser-vices. In order to maintain these principles in the future just as we do today, Voith Turbo has a firmly established integrated manage-ment system for quality, the environment, and occupa tional health and safety. For our customers, this means that they are purchasing high-quality capital goods that are manufactured and can be used in safe surroundings and with minimal environ mental impact.If desired, we can certify Voith Turbo Highly Flexible Couplings according to guideline 94 / 9 / EG (ATEX 100 a).Voith Turbo Hochelastische Kupplungen GmbH & Co. KGCentrumstr. 245307 Essen, GermanyTel. +49 201 55783-61Fax +49 201 55783-65kupplungssysteme@voith.comwww.voithturbo.com/highly-flexible-couplingsApplication examplesn Railvehicles: Railcars, locomotives and special purpose vehiclesn Ships and boats: Workboats, pleasure boats and ferriesVoith Highly Flexible Couplings – used around the worldn Construction vehicles: Wheel loaders, dump trucks, mobile cranes etc.n Test rigs: Research and development test rigs, End-of-line test rigs etc.n Generatorsn Pumpsn Compressorscr323en, 10.2010, S&F / WA, 1000. Dimensions and illustrations without obligation. Subject to modifications.