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Coupling: This Article Is About A Mechanical Connection Between Two Objects. For Other Uses, See

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Coupling

From Wikipedia, the free encyclopedia


(Redirected from Couplings)

This article is about a mechanical connection between two objects. For other uses, see Coupling (disambiguation).

Rotating coupling

A coupling is a device used to connect two shafts together at their ends for the purpose of transmitting power. Couplings do not normally allow disconnection of shafts during operation, however there are torque limiting couplings which can slip or disconnect when some torque limit is exceeded. The primary purpose of couplings is to join two pieces of rotating equipment while permitting some degree of misalignment or end movement or both. By careful selection, installation and maintenance of couplings, substantial savings can be made in reduced maintenance costs and downtime.
Contents
[hide]

1 Uses 2 Types

2.1 Rigid 2.2 Flexible

2.2.1 Beam 2.2.2 Constant velocity 2.2.3 Diaphragm 2.2.4 Disc 2.2.5 Fluid 2.2.6 Gear 2.2.7 Hirth 2.2.8 Oldham


setup

2.2.9 Rag joint 2.2.10 Universal joint 2.2.11 Others

3 Requirements of good shaft alignment / good coupling

4 Coupling maintenance and failure 5 Checking the coupling balance 6 See also 7 References 8 External links

[edit]Uses
Shaft couplings are used in machinery for several purposes, the most common of which are the following.[1]

To provide for the connection of shafts of units that are manufactured separately such as a motor and generator and to provide for disconnection for repairs or alterations. To provide for misalignment of the shafts or to introduce mechanical flexibility. To reduce the transmission of shock loads from one shaft to another. To introduce protection against overloads. To alter the vibration characteristics of rotating units.

[edit]Types [edit]Rigid
A rigid coupling is a unit of hardware used to join two shafts within a motor or mechanical system. It may be used to connect two separate systems, such as a motor and a generator, or to repair a connection within a single system. A rigid coupling may also be added between shafts to reduce shock and wear at the point where the shafts meet. When joining shafts within a machine, mechanics can choose between flexible and rigid couplings. While flexible units offer some movement and give between the shafts, rigid couplings are the most effective choice for precise alignment and secure hold. By precisely aligning the two shafts and holding them firmly in place, rigid couplings help to maximize performance and increase the expected life of the machine. These rigid

couplings are available in two basic designs to fit the needs of different applications. Sleeve-style couplings are the most affordable and easiest to use. They consist of a single tube of material with an inner diameter that's equal in size to the shafts. The sleeve slips over the shafts so they meet in the middle of the coupling. A series of set screws can be tightened so they touch the top of each shaft and hold them in place without passing all the way through the coupling. Clamped or compression rigid couplings come in two parts and fit together around the shafts to form a sleeve. They offer more flexibility than sleeved models, and can be used on shafts that are fixed in place. They generally are large enough so that screws can pass all the way through the coupling and into the second half to ensure a secure hold.Flanged rigid couplings are designed for heavy loads or industrial equipment. They consist of short sleeves surrounded by a perpendicular flange. One coupling is placed on each shaft so the two flanges line up face to face. A series of screws or bolts can then be installed in the flanges to hold them together. Because of their size and durability, flanged units can be used to bring shafts into alignment before they are joined together. Rigid couplings are used when precise shaft alignment is required; shaft misalignment will affect the coupling's performance as well as its life. Examples:

Sleeve or muff coupling Clamp or split-muff or compression coupling

[edit]Flexible
Flexible couplings are used to transmit torque from one shaft to another when the two shafts are slightly misaligned. Flexible couplings can accommodate varying degrees of misalignment up to 3. In addition to allowing for misalignment, flexible couplings can also be used for vibration damping or noise reduction. Flexible couplings are designed to transmittorque while permitting some radial, axial, and angular misalignment. Flexible couplings can accommodate angular misalignment up to a few degrees and some parallel misalignment.

[edit]Beam

A beam coupling

A beam coupling, also known as helical coupling, is a flexible coupling for transmitting torque between two shafts while allowing for angular misalignment, parallel offset and even axial motion, of one shaft relative to the other. This design utilizes a single piece of material and becomes flexible by removal of material along a spiral

path resulting in a curved flexible beam of helical shape. Since it is made from a single piece of material, the Beam Style coupling does not exhibit the backlash found in some multi-piece couplings. Another advantage of being an all machined coupling is the possibility to incorporate features into the final product while still keep the single piece integrity. Changes to the lead of the helical beam provide changes to misalignment capabilities as well as other performance characteristics such as torque capacity and torsional stiffness. It is even possible to have multiple starts within the same helix. The material used to manufacture the beam coupling also affects its performance and suitability for specific applications such as food, medical and aerospace. Materials are typically aluminum alloy and stainless steel, but they can also be made in acetal, maraging steel and titanium. The most common applications are attaching encoders to shafts and motion control for robotics.

A beam coupling with optional features machined into it

Increasing number of coils allows for greater angular misalignment

[edit]Constant velocity
Main article: Constant-velocity joint There are various types of constant-velocity (CV) couplings: Rzeppa joint, Double cardan joint, and Thompson coupling.

[edit]Diaphragm
Diaphragm couplings transmit torque from the outside diameter of a flexible plate to the inside diameter, across the spool or spacer piece, and then from inside to outside diameter. The deforming of a plate or series of plates from I.D. to O.D accomplishes the misalignment.

[edit]Disc
Main article: Disc coupling

Disc couplings transmit torque from a driving to a driven bolt tangentially on a common bolt circle. Torque is transmitted between the bolts through a series of thin, stainless steel discs assembled in a pack. Misalignment is accomplished by deforming of the material between the bolts.

[edit]Fluid
Main article: Fluid coupling

[edit]Gear

A gear coupling

A gear coupling is a mechanical device for transmitting torque between two shafts that are not collinear. It consists of a flexible joint fixed to each shaft. The two joints are connected by a third shaft, called the spindle. Each joint consists of a 1:1 gear ratio internal/external gear pair. The tooth flanks and outer diameter of the external gear are crowned to allow for angular displacement between the two gears. Mechanically, the gears are equivalent to rotating splines with modified profiles. They are called gears because of the relatively large size of the teeth. Gear couplings and universal joints are used in similar applications. Gear couplings have higher torque densities than universal joints designed to fit a given space while universal joints induce lower vibrations. The limit on torque density in universal joints is due to the limited cross sections of the cross and yoke. The gear teeth in a gear coupling have high backlash to allow for angular misalignment. The excess backlash can contribute to vibration. Gear couplings are generally limited to angular misalignments, i.e., the angle of the spindle relative to the axes of the connected shafts, of 4-5. Universal joints are capable of higher misalignments. Single joint gear couplings are also used to connected two nominally coaxial shafts. In this application the device is called a gear-type flexible, or flexible coupling. The single joint allows for minor misalignments such as installation errors and changes in shaft alignment due to operating conditions. These types of gear couplings are generally limited to angular misalignments of 1/4-1/2.

[edit]Hirth
Main article: Hirth joint

[edit]Oldham

Animated Oldham coupler

An Oldham coupling has three discs, one coupled to the input, one coupled to the output, and a middle disc that is joined to the first two by tongue and groove. The tongue and groove on one side is perpendicular to the tongue and groove on the other. The middle disc rotates around its center at the same speed as the input and output shafts. Its center traces a circular orbit, twice per rotation, around the midpoint between input and output shafts. Oftensprings are used to reduce backlash of the mechanism. An advantage to this type of coupling, as compared to two universal joints, is its compact size. The coupler is named for John Oldham who invented it in Ireland, in 1820, to solve a paddle placement problem in a paddle steamer design.

Oldham coupler, assembled

Oldham coupler, disassembled

[edit]Rag joint
Main article: Rag joint Rag joints are commonly used on automotive steering linkages and drive trains. When used on a drive train they are sometimes known as giubos.

[edit]Universal joint
Main article: Universal joint Universal joints are also known as Cardan joints.

[edit]Others
Bellows coupling low backlash Elastomeric coupling Bushed pin coupling Donut coupling Spider or jaw coupling (or lovejoy coupling)

Geislinger coupling Resilient coupling Roller chain and sprocket coupling

[edit]Requirements

of good shaft alignment / good coupling setup

Main article: Shaft alignment

it should be easy to connect or disconnect the coupling. it does allow some misalignment between the two adjacent shaft rotation axes. it is the goal to minimise the remaining misalignment in running operation to maximise power transmission and to maximise machine runtime (coupling and bearing and sealings lifetime). it should have no projecting parts. it is recommended to use manufacturer's alignment target values to set up the machine train to a defined non-zero alignment, due to the fact that later when the machine is at operation temperature the alignment condition is perfect

[edit]Coupling

maintenance and failure

Coupling maintenance is generally a simple matter, requiring a regularly scheduled inspection of each coupling. It consists of: Performing visual inspections, checking for signs of wear or fatigue, and cleaning couplings regularly. Checking and changing lubricant regularly if the coupling is lubricated. This maintenance is required annually for most couplings and more frequently for couplings in adverse environments or in demanding operating conditions.

Documenting the maintenance performed on each coupling, along with the date.[2]

Even with proper maintenance, however, couplings can fail. Underlying reasons for failure, other than maintenance, include:

Improper installation Poor coupling selection Operation beyond design capabilities.[2]

The only way to improve coupling life is to understand what caused the failure and to correct it prior to installing a new coupling. Some external signs that indicate potential coupling failure include: Abnormal noise, such as screeching, squealing or chattering Excessive vibration or wobble Failed seals indicated by lubricant leakage or contamination.[2]

[edit]Checking

the coupling balance

Couplings are normally balanced at the factory prior to being shipped, but they occasionally go out of balance in operation. Balancing can be difficult and expensive, and is normally done only when operating tolerances are such that the effort and the expense are justified. The amount of coupling unbalance that can be tolerated by any system is dictated by the characteristics of the specific connected machines and can be determined by detailed analysis or experience.[2]

SHAFT COUPLING GLOSSARY

REMEMBER TO LOCKED OUT AND TAGGED OUT. Shaft Coupling Glossary


Alignment A condition where the axis or center lines of two shafts are in line or coaxial. Angular Misalignment A condition where two shafts are not parallel. The axis or center lines of two shafts intersect at angles to each other. Axial Expansion This is a lengthening of a shaft. It could be caused by thermal changes in environment or induced

through the use of a sliding coupling. Backlash A jarring reaction when starting or reversing a load, caused by play in a coupling. Clearance Fit Also called a slip fit. This is the most popular fit because of its ease of installation. The bore is larger than the shaft. It maintains its position on the shaft through the use of a key and set screw. Damping Reducing vibration. Donut The elastomeric element in donut type elastomeric couplings. Elastomeric A coupling that has resilient materials through which the power is transmitted. They are in some way attached to the coupling halves. They are usually made of rubber, synthetic rubber or plastic materials. End Float Also called axial misalignment. It is a condition where shafts could be in angular and parallel alignment. However, the shafts move in and out relative to each other. Horsepower The rate at which torque is applied. Since applied torque causes a shaft and its connected components to rotate, a certain RPM results. HP is calculated by the following equation: HP = Torque (lb. -in.) x RPM 63,025

Inertia The tendency of matter to remain at rest, or if moving, to keep moving in the same direction. Examples of high inertia loads; fans and fly wheels. Interference Fit Also called a shrink or press fit. It gets its name because the bore is actually smaller than the shaft it is to be mated with. It is the strongest fit possible but requires heat or an hydraulic press to install Parallel Misalignment A condition where the shaft axis or center lines of two shafts are parallel but offset from each other. Shear Pin A protection device used on some couplings. To protect driver and driven equipment against overload. The pin is located between coupling halves and is machined to break or shear at a predetermined load allowing the driver side to free wheel Spider The elastomeric element of a flexible jaw type coupling. Usually has 4 or 6 arms. Shrouded Bolt The optional bolt arrangement available on rigid and gear couplings. It is used in very high speed applications. Bolts are installed with a socket wrench. Thermal Expansion Lengthening of shafting caused by thermal changes in environment. Torque The force required to turn a shaft multiplied by the radius at which the force is applied. Torque is calculated by the following equation: Lb. In. Torque = Force (lb.) x Radius (in.) Torsional Vibration

There are two main kinds of torsional vibration: a continuous steady form that comes from reciprocating engines and an intermittent for in that comes from large synchronous electric motors or from the driven equipment side in steel rolling mills.

Disc coupling
From Wikipedia, the free encyclopedia Disc coupling: by definition, transmits torque from a driving to a driven bolt tangentially on a common bolt circle. Torque is transmitted between the bolts through a series of thin, stainless steel discs assembled in a pack. Misalignment is accomplished by deforming of the material between the bolts. A disc coupling is a high performance motion control (Servo) coupling designed to be the torque transmitting element (by connecting two shafts together) while accommodating for shaft misalignment. It is designed to be flexible, while remaining torsionally strong under high torque loads. Typically, disc couplings can handle speeds up to 10,000 RPM. There are two different styles of disc coupling: Single Disc Style couplings are composed of two hubs (the ends of the coupling, which are typically made from aluminum, but stainless steel is used as well) and a single, flat, stainless steel disc spring.

Double Disc Style coupling is also composed of two hubs, but has an additional center spacer sandwiching two disc springs. The center spacer can be made out of the same material as the hubs, but is sometimes available in insulating acetal, which makes the coupling electrically isolating.

The difference between the two styles is that single disc couplings cannot accommodate parallel misalignment due to the complex bending that would be required of the lone disc. Double disc styles allow the two discs to bend in opposite directions to better manage parallel offset. The discs are fastened to the hubs (and center spacer on double disc styles) with tight fitting pins that do not allow any play or backlash between the disc and the hubs. The discs can be bent easily and as a result, disc couplings have some of the lowest bearing loads available in a motion control coupling. Torsionally stiff and still flexible, disc couplings are a great solution for high speed applications. The downside is that they are more delicate than the average coupling and can be damaged if misused. Special care should be taken to ensure that misalignment is within the ratings of the coupling.

Double Cardan Shaft

Universal joints in a driveshaft

A configuration known as a double Cardan joint drive shaft partially overcomes the problem of jerky rotation. This configuration uses two U-joints joined by an intermediate shaft, with the second U-joint phased in relation to the first U-joint to cancel the changing angular velocity. In this configuration, the angular velocity of the driven shaft will match that of the driving shaft, provided that both the driving shaft and the driven shaft are at equal angles with respect to the intermediate shaft (but not necessarily in the same plane) and that the two universal joints are 90 degrees out of phase. This assembly is commonly employed in rear wheel drive vehicles, where it is known as a drive shaft or propeller (prop) shaft. Even when the driving and driven shafts are at equal angles with respect to the intermediate shaft, if these angles are greater than zero, oscillating moments are applied to the three shafts as they rotate. These tend to bend them in a direction perpendicular to the common plane of the shafts. This applies forces to the support bearings and can cause "launch shudder" in rear wheel drive vehicles.[12] The intermediate shaft will also have a sinusoidal component to its angular velocity, which contributes to vibration and stresses.

Jaw coupling
From Wikipedia, the free encyclopedia

This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (July 2008)

Computer drawing of a curved jaw coupling

A jaw coupling is a type of motion control (servo) coupling designed to transmit torque (by connecting two shafts) while damping system vibrations, which protects other components from damage. Jaw couplings are composed of three parts: two metallic hubs and an elastomerinsert called an element, but commonly referred to as a "spider". The three parts press fit together with a jaw from each hub fitted alternately with the lobes of the spider. The curved jaws of the hubs reduce deformation of the spider to maintain the zero-backlash fit. The elastomer of the spider can be made in different hardnesses, which allows the user to customize the coupling so that it absorbs more or less vibration. The more damping ability the coupling has, the less torsional strength it possesses. Jaw couplings are best suited for applications that rely on a stop-and-go type of movement, where accuracy needs to take place upon stopping in order to perform any number of precision tasks, such as taking a high resolution picture (machine vision system). Absorbing vibrations decreases the settling time the system needs, which increases through-put. The jaw coupling is less suited for applications that rely on a constant scanning type of motion, where accuracy is required during movement, which requires a torsionally stronger coupling. The drawback of the jaw coupling is the lack of misalignment capability. Too much axial motion will cause the coupling to come apart, while too much angular or parallel misalignment will result in bearing loads that are higher than most other servo/motion control couplings. Jaw couplings are also considered fail-safe. If the spider fails, the jaws of the two hubs will mate, much like teeth on two gears, and continue to transmit torque. This may or may not be desirable to the user depending on the application. Jaw couplings are well balanced and able to tolerate high RPM. With its damping capability and interchangeable spiders, jaw couplings make a great solution for shock absorption.

Shaft

From Wikipedia, the free encyclopedia


Look up shaft or shafts in Wiktionary, the free dictionary.

Shaft may refer to:

[edit]Long

narrow passages

Elevator shaft Ventilation shaft, vertical passages used in mines and tunnels to move fresh air underground, and to remove stale air Shaft (civil engineering), an underground vertical or inclined passageway Pitch (ascent/descent), a significant underground vertical space in caving terminology Shaft mining, refers to the method of excavating a vertical or near-vertical tunnel from the top down, where there is initially no access to the bottom Shafting, illicit travelling through shafts

[edit]Long

narrow rigid bodies

Axle, a shaft around which one or more wheels rotate Drive shaft, a shaft for transferring torque Line shaft, a power transmission system

Shaft (golf), the long, tapered tube which connects the golfers hands to the club head Staff (stick), various applications

Automotive drive shafts


[edit]Vehicles An automobile may use a longitudinal shaft to deliver power from an engine/transmission to the other end of the vehicle before it goes to the wheels. A pair of short drive shafts is commonly used to send power from a central differential, transmission, or transaxle to the wheels.

A truck double propeller shaft

[edit]Front-engine, rear-wheel drive Main article: Front-engine, rear-wheel drive layout In front-engined, rear-drive vehicles, a longer drive shaft is also required to send power the length of the vehicle. Two forms dominate: The torque tube with a single universal joint and the more common Hotchkiss drive with two or more joints. This system became known as Systme Panhard after the automobile company Panhard et Levassor patented it. Most of these vehicles have a clutch and gearbox (or transmission) mounted directly on the engine with a drive shaft leading to a final drive in the rear axle. When the vehicle is stationary, the drive shaft does not rotate. A few, mostly sports, cars seeking improved weight balance between front and rear, and most commonly Alfa Romeos or Porsche 924s, have instead used a rear-mounted transaxle. This places the clutch and transmission at the rear of the car and the drive shaft between them and the engine. In this case the drive shaft rotates continuously as long as the engine does, even when the car is stationary and out of gear. Early automobiles often used chain drive or belt drive mechanisms rather than a drive shaft. Some used electrical generators and motors to transmit power to the wheels.

[edit]Front-wheel drive In British English, the term "drive shaft" is restricted to a transverse shaft that transmits power to the wheels, especially the front wheels. A drive shaft connecting the gearbox to a rear differential is called a propeller shaft, or prop-shaft. A prop-shaft assembly consists of a propeller shaft, a slip joint and one or more universal joints. Where the engine and axles are separated from each other, as on four-wheel drive and rear-wheel drive vehicles, it is the propeller shaft that serves to transmit the drive force generated by the engine to the axles. A drive shaft connecting a rear differential to a rear wheel may be called a half shaft. The name derives from the fact that two such shafts are required to form one rear axle. Several different types of drive shaft are used in the automotive industry: One-piece drive shaft Two-piece drive shaft Slip-in-tube drive shaft

The slip-in-tube drive shaft is a new type that also helps in crash energy management. It can be compressed in the event of a crash, so is also known as a collapsible drive shaft. [edit]Four wheel and all-wheel drive These evolved from the front-engine rear-wheel drive layout. A new form of transmission called the transfer case was placed between transmission and final drives in both axles. This split the drive to the two axles and may also have included reduction gears, a dog clutch or differential. At least two drive shafts were used, one from the transfer case to each axle. In some larger vehicles, the transfer box was centrally mounted and was itself driven by a short drive shaft. In vehicles the size of a Land Rover, the drive shaft to the front axle is noticeably shorter and more steeply articulated than the rear shaft, making it a more difficult engineering problem to build a reliable drive shaft, and which may involve a more sophisticated form of universal joint. Modern light cars with all-wheel drive (notably Audi or the Fiat Panda) may use a system that more closely resembles a front-wheel drive layout. The transmission and final drive for the front axle are combined into one housing alongside the engine, and a single drive shaft runs the length of the car to the rear axle. This is a favoured design where the torque is biased to the front wheels to give car-like handling, or where the maker wishes to produce both four-wheel drive and front-wheel drive cars with many shared components.

[edit]Drive

shaft for Research and Development (R&D)

The automotive industry also uses drive shafts at testing plants. At an engine test stand a drive shaft is used to transfer a certain speed / torque from the Internal combustion engine to adynamometer. A "shaft guard" is used at a shaft connection to protect against contact with the drive shaft and for detection of a shaft failure. At a transmission test stand a drive shaft connects the prime mover with the transmission.

Line shaft A line shaft is a power driven rotating shaft for power transmission that was used extensively from the Industrial Revolution until the early 20th century. Prior to the widespread use of electric motors small enough to be connected directly to each piece of machinery, line shafting was used to distribute power from a large central power source to machinery throughout an industrial complex. The central power source could be a water wheel, turbine, windmill, animal power or a steam engine. Power was distributed from the shaft to the machinery by a system of belts, pulleys and gears known as millwork.[1]

Axle
From Wikipedia, the free encyclopedia

For other uses, see Axle (disambiguation). Not to be confused with Axl (disambiguation) or Axel (disambiguation).

Train wheels are affixed to a straight axle, such that both wheels rotate in unison. This is called a wheelset.

An axle is a central shaft for a rotating wheel or gear. On wheeled vehicles, the axle may be fixed to the wheels, rotating with them, or fixed to its surroundings, with the wheels rotating around the axle. In the former case, bearings or bushings are provided at the mounting points where the axle is supported. In the latter case, a bearing or bushing sits inside the hole in the wheel to allow the wheel or gear to rotate around the axle. Sometimes, especially on bicycles, the latter type is referred to as a spindle. On cars and trucks, several senses of the word "axle" co-occur in casual usage, referring to the shaft itself, its housing, or simply any transverse pair of wheels. The shaft itself rotates with the wheel, being either bolted or splined in fixed relation to it, and is called an "axle" or "axle shaft". However, it is equally true that the housing around it (typically a casting) is also called an "axle" (or "axle housing"). An even broader (somewhat figurative) sense of the word refers to every transverse pair of wheels, whether they are connected to each other or not. Thus even transverse pairs of wheels in an independent suspension are usually called "an axle".
Contents

[hide]

1 Vehicle axles

1.1 Structural features 1.2 Drive axles 1.3 Dead axles/lazy axles 1.4 Full-floating vs semi-floating


2 See also

1.4.1 Fullfloating 1.4.2 Semifloating

[edit]Vehicle

axles

Axles are an integral component of a wheeled vehicle. In a live-axle suspension system, the axles serve to transmit driving torque to the wheel, as well as to maintain the position of the wheels relative to each other and to the vehicle body. The axles in this system must also bear the weight of the vehicle plus any cargo. A nondriving axle, such as the front beam axle in Heavy duty trucks and some 2 wheel drive light trucks and vans, will have no shaft. It serves only as a suspension and steering component. Conversely, many front wheel drive cars have a solid rear beam axle. In other types of suspension systems, the axles serve only to transmit driving torque to the wheels; The position and angle of the wheel hubs is a function of the suspension system. This is typical of the independent suspension found on most newer cars and SUV's, and on the front of many light trucks. These systems still have a differential, but it will not have attached axle housing tubes. It may be attached to the vehicle frame or body, or integral in a transaxle. The axle shafts (usually C.V. type) then transmit driving torque to the wheels. Like a full floating axle system, the shafts in an independent suspension system do not support and vehicle weight. "Axle" in reference to a vehicle also has a more ambiguous definition, meaning parallel wheels on opposing sides of the vehicle, regardless of their mechanical connection type to each other and the vehicle frame or body.

[edit]Structural

features

0 Series Shinkansen Wheel

A straight axle is a single rigid shaft connecting a wheel on the left side of the vehicle to a wheel on the right side. The axis of rotation fixed by the axle is common to both wheels. Such a design can keep the wheel positions steady under heavy stress, and can therefore support heavy loads. Straight axles are used on trains, for the rear axles of commercial trucks, and on heavy duty off-road vehicles. The axle can be protected and further reinforced by enclosing the length of the axle in a housing. In split-axle designs, the wheel on each side is attached to a separate shaft. Modern passenger cars have split drive axles. In some designs, this allows independent suspension of the left and right wheels, and therefore a smoother ride. Even when the suspension is not independent, split axles permit the use of a differential, allowing the left and right drive wheels to be driven at different speeds as the automobile turns, improving traction and extending tire life. A tandem axle is a group of two or more axles situated close together. Trucks designs will use such a configuration to provide a greater weight capacity than a single axle. Semi trailers usually have a tandem axle at the rear.

Constant-velocity joint From Wikipedia, the free encyclopedia

Rzeppa six-ball CV joint

Constant-velocity joints (aka homokinetic or CV joints) allow a drive shaft to transmit power through a variable angle, at constant rotational speed, without an appreciable increase in friction or play. They are mainly used in front wheel drive and all wheel drive cars. Rear wheel drivecars with independent rear suspension typically use CV joints at the ends of the rear axle halfshafts, and increasingly use them on the propshafts. Audi Quattros use them for all four half-axles and on the front-to-rear driveshaft (propeller shaft) as well, for a total of ten CV joints. Constant-velocity joints are protected by a rubber boot, a CV gaiter. Cracks and splits in the boot will allow contaminants in, which would cause the joint to wear quickly. Contents [hide]

1 Before the CV joint 2 The first CV joints 3 Rzeppa joints 4 Tripod joints 5 Double Cardan 6 Thompson coupling 7 References

[edit]Before the CV joint Early front wheel drive systems such as those used on the Citron Traction Avant and the front axles of Land Rover and similar four wheel drive vehicles used universal joints, where a cross-shaped metal pivot sits between two forked carriers. These are not CV joints as, except for specific configurations, they result in a variation of the angular velocity. They are simple to make and can be tremendously strong, and are still used to provide a flexible coupling in some propshafts, where there is not very much movement. However, they become "notchy" and difficult to turn when operated at extreme angles, and need regular maintenance.[citation needed] They also need more complicated support bearings when used in drive axles, and could only be used in rigid axle designs.[citation needed]

[edit]The first CV joints As front wheel drive systems became more popular, with cars such as the BMC Mini using compact transverse engine layouts, the shortcomings of universal joints in front axles became more and more apparent. Based on a design by Alfred H. Rzeppa which was filed for patent in 1927[1] (a CV joint, the Tracta joint, designed by Pierre Fenaille at Jean-Albert Grgoire'sTracta company was filed for patent in 1926[2]), constant velocity joints solved many of these problems. They allowed a smooth transfer of power despite the wide range of angles through which they were bent. [edit]Rzeppa joints

3D rendering of the internals of a Rzeppa CV joint A Rzeppa joint consists of a spherical inner with 6 grooves in it, and a similar enveloping outer shell. Each groove guides one ball. The input shaft fits in the centre of a large, steel, star-shaped "gear" that nests inside a circular cage. The cage is spherical but with ends open, and it typically has six openings around the perimeter. This cage and gear fit into a grooved cup that has a splined and threaded shaft attached to it. Six large steel balls sit inside the cup grooves and fit into the cage openings, nestled in the grooves of the star gear. The output shaft on the cup then runs through the wheel bearing and is secured by the axle nut. This joint can accommodate the large changes of angle when the front wheels are turned by the steering system; typical Rzeppa joints allow 45-48 degrees of articulation, while some can give 52 degrees. At the "outboard" end of the driveshaft a slightly different unit is used. The end of the driveshaft is splined and fits into the outer "joint". It is typically held in place by a circlip. [edit]Tripod joints These joints are used at the inboard end of car driveshafts. This joint has a three-pointed yoke attached to the shaft, which has barrel-shaped roller bearings on the ends. These fit into a cup with three matching grooves, attached to the differential. Since there is only significant movement in one axis, this simple

arrangement works well. These also allow an axial 'plunge' movement of the shaft, so that engine rocking and other effects do not preload the bearings. A typical Tripod joint has up to 50 mm of plunge travel, and 26 degrees of angular articulation.[3] [edit]Double Cardan

Double cardan joint Double Cardan joints are similar to double Cardan shafts, except that the length of the intermediate shaft is shortened as much as is practical, effectively allowing the two Hooke's joints to be mounted back to back. DCJs are typically used in steering columns, as they eliminate the need to correctly phase the universal joints at the ends of the intermediate shaft (IS), which eases packaging of the IS around the other components in the engine bay of the car. They are also used to replace Rzeppa style constantvelocity joints in applications where high articulation angles, or impulsive torque loads are common, such as the driveshafts and halfshafts of rugged four wheel drive vehicles. Double Cardan joints have been developed utilizing a floating centering element[4] to maintain equal angles between the driven and driving shafts. This centering provides true constant velocity operation, but the torque required to accelerate the internals of the joint does generate some additional vibration at higher speeds. [edit]Thompson coupling

Thompson coupling from U.S. Patent 7,442,126. Note: drawing on the right omits certain components in order to illustrate the control yoke's spherical pantograph. The Thompson constant velocity joint (TCVJ), also known as a Thompson coupling, is a constant velocity universal joint that can be loaded axially and continue to maintain constant velocity over a range of input and output shaft angles with low friction and vibration. It consists of two cardan joints assembled

within each other, thus eliminating the intermediate shaft, along with a control yoke that geometrically constrains their alignment. The control yoke maintains equal joint angles between the input shafts and a relative phase angle of zero to ensure constant angular velocity at all input and output shaft angles. The control yoke employs a spherical pantograph scissor mechanism to bisect the angle between the input and output shaft. While the geometric configuration does not maintain constant velocity for the control yoke (aka intermediate coupling) aligning the cardan joints, the control yoke has minimal inertia and generates virtually no vibration. Eliminating the intermediate shaft and keeping the input shafts aligned in the homokinetic plane virtually eliminates the induced shear stresses and vibration inherent in traditional double cardan shafts.[5][6][7] The use of cardan joints within the Thompson Coupling also reduces the wear, heat and friction[8] when compared with Rzeppa type constant velocity joints. Cardan joints, including Thompson couplings, utilise roller bearings running circumferentially, whereas Rzeppa constant velocity joints use balls which roll and slide axially along grooves. Continuous use of the Thompson Coupling at a straight-through, zerodegree angle causes excess wear and damage to the joint; a minimum offset of 2 degrees is recommended.[9] The novel feature of the coupling is the method to geometrically constrain the pair of cardan joints within the assembly by using, for example, a spherical four bar scissors linkage (spherical pantograph) and it is the first coupling to have this combination of properties.[10] The coupling earned its inventor, Glenn Thompson, the Australian Society for Engineering in Agriculture Engineering Award.[11]

Products Gearing & Coupling MGTs Gears and Couplings provide a distinct advantage over traditional drive systems. They do not incur any friction as there is no physical connection between the two gears or coupling disks. The benefits of this frictionless system are numerous, and provide industries with advantages that they cannot get with traditional drives. The friction generated from all known drive systems results in a buildup of heat within the machine. This heat causes damage not only to the drive, but to the machine as well. The only way to prevent this buildup of friction is constant lubrication and maintenance of the machine. This is costly and time consuming.

Magnetic Gearing proved to be 22% more efficent than a V Belt in tests conducted at Sydney University and also an independant test done in South Africa. Why is it more efficient ? Because there is no friction generated and there is no sideways stress on the bearings of the shafts, we are not pulling them sideways as we drive, as we do with a tightened belt. MGT - Frictionless Drive System utilises the repulsive forces of magnets to transmit power from one shaft to another. As a result of this non contact power transmission Magnetic Gears & Couplings last substantially longer than traditional drive systems and require almost no maintenance at all. Finally, there is no lost power from the lack of a direct connection magnetic gears are proven to be as close as you can get to 100%. And in some cases they can be more efficient than a direct drive, because a direct drive has a 1-1 ratio and at MGT we can build a frictionless reduction which now allows us to use a faster smaller motor which uses less watts of power, to pump the same amount of water in the same time by running the pump at the same speed. Mis-allignment MGT - Magnetic Gears & Couplings work mis-alligned. There is no mechanical connection and this allows the power to be transmitted through the air to shafts that are not alligned. 90% right angle drives are possible and have been built here in Australia on a slasher. Noise Reduction As a result of the lack of a physical connection between the two gears or coupling, machinery that uses the MGT Frictionless Drive System runs noticeably quieter than other known drives. Inbuilt Safety For Human Life & Limbs - when a belt is tightened it will not slip. If a person is caught in a machine that is belt driven it normally results in the loss of a limb and sometimes life. For Human Life & Limbs - when a belt is tightened it will not slip. If a person is caught in a machine that is belt driven it normally results in the loss of a limb and sometimes life.
In Australia, Grain Augers are a big problem if you get your foot caught in one it normally takes off the leg with the auger screw very quickly. MGT - Magnetic Gears and Couplings have a pre determined slip point that will not allow this to happen. By knowing the load, Industrial designers can now build in a slip point a little greater than the maximum load. So for example, in this auger there is normally around 50 kilos of grain, what we do is design a drive that slips at 65 kilos. So if someone's foot does get caught in the screw it will shear and slip at the gears or coupling at a 65 kilo load. this means that the person would now only get 5-10 stitches instead of losing the limb. MGT Gearing & Couplings will save human life and limbs For Machinery - When a machine is overloaded it always damages or put unnecesssary stress on all parts. If a slasher hits a hard object like a rock or log it sends a shock backwards through the whole system, shaking the whole tractor and it is felt right through the steering wheel and into the drivers hands - it transmits all the forces. A slip clutch is designed to stop this, however in real life they seize if not maintained and if they slip too much they are tightened by the farmer who needs to get the job done. If wire is caught around the blade of a slasher an MGT coupling will slip letting the driver know there is a problem, he then untwists it and resumes operation. if he hits heavy growth and it slips, he lifts the slasher up with the 3 point linkage, drops the revs down and the coupling picks up, he then increases the PTO speed and resumes operation. It lets him control the problem. MGT Gearing & Couplings will prevent overload and let you know as soon as there is a problem or an obstacle in your drive train or machinery. Drive Through Housings or Containers MGT Couplings can transmit power and drive through any non conductive material. Now there is no need for a hole in the cointainer for the shaft to go through with a seal that always needs replacing. You just have a magnetic coupling disks mounted to one shaft on the outside of the container and another magnetic coupling disk mounted to a shaft on the inside of the container. For example an agitator in a food processing plant, the power will transmit through stainless steel and stir the mixture. Or the propeller on the back of a boat with no hole in the hull. Perfect for dangerous chemicals and other volotile mixtures that need agitating but can not be mixed. Excellent for Radio Active areas in Nuclear Power Plants and any other hostile environment including underwater.

Shorter Down Time MGT - Magnetic Gears & Coupling's mean less down time because they are easier to install. A burnt out motor can be unbolted and a new one put straight in. No shafts to attach to each other, no feeler gauges required for allignment, no tension to loosen then re-tighten again, no belt to get into place and no other parts to take off, it is as simple as pulling it out and putting it back in. Allignment can easily be done by eye in a gearing situation and with a coupling they are just brought closer together. Improved Hygiene As belt-driven systems age, the physical belt itself begins to deteriorate. In sterile environments, such as food and beverage production lines, the debris that results from the slow decay of the rubber belts on the pulleys is a genuine health hazard. The belts must be isolated from the food production process itself or risk contaminants getting into the production; this isolation process is costly, time consuming and requires constant maintenance to ensure that the production line is within acceptable hygiene limits. Magnetic gearing negates the need for belts of any kind, and as the gears themselves do not wear or decay, they are perfect for use in environments that must remain free from contaminants. Applications The applications are endless. New Machinery and applications that we can not imagine today will come into life with this technology in the next 20 years. It will open new horizions in areas where man has not been before, underwater and in space. Can you imagine the International Space Station needing a new V Belt sent from Earth on the space shutle? This technology is on the right time line. The applications are up to our imagination. Will Work In Any Environment The MGT products will work in any environment - They will work in Sub Zero Temperatures and they will work Under Water Case Study: The Rover Mower To prove the effectiveness of Frictionless Drive Technology, it was integrated into a ride-on mower. The mower was a Rover Rancher, which had a 13hp petrol motor. The engine was replaced with two 500w / 24V DC permanent magnet motors. The two motors, one for the drive and one for the cutting deck where powered by batteries and lasted between two and three hours, depending on the load (length of the grass). The cutting deck was connected to the motor via a magnetic face-on coupling, which transmitted power on a 1:1 ratio. As a result of these changes, the mower not only ran substantially quieter, but also had much lower running costs now running on charged up batteries - not unleaded petrol, making it more environmentally friendly. Moreover, the mower was the perfect example of the magnetic gears slip-drive mechanism: whenever the cutting blades encountered a sufficiently large obstruction such as a rock or tree root, the coupling immediately slips, preventing the engine from overloading and the blades from breaking .

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