The Elastic Coupling is welded in situ to compensate

Elastic Coupling

In case of abnormal noise and vibration of the elastic coupling, check whether the expansion joint is installed according to the standard mark. If the installation is correct, support the vehicle body, start the engine to run at idle speed and low gear. If the elastic coupling has a large amount of swing, use a scriber to measure the yaw position, direction and yaw amount. If the two ends of the transmission shaft are not straight or bent, pad soft metal matching the shaft tube on the pressure strip for cold pressure correction. Insert the mandrel with the elastic coupling smaller than the inner diameter of the shaft tube into the shaft tube, hammer and repair it on the shaft tube, and weld the cutting spline shaft and clamping spline star elastic coupling fork in situ.

During the welding process, the shaft tube shall be placed on the support of the, and then the number of spot welds shall be measured along the circumferential direction, and the deflection shall be corrected, and then the welding shall be conducted along the circumferential direction after correction. After welding, cooling shall be carried out. If the pendulum is too large, it should be welded again. This process is relatively complex. If the clamping spline star elastic coupling is damaged in a large area, this part of the transmission shaft needs to be replaced. The elastic coupling mainly transmits the torque through the engagement of the convex teeth of the two halves of the coupling and the quincunx elastomer. There is no gap between the convex teeth and the elastomer. When the axes of the two rotors are offset, the elastic element will deform accordingly, and play the role of automatic compensation.

Because the relative offset direction and offset of the coupling change periodically for each elasticity during the rotation process, the coupling has good misalignment compensation capability, but the misalignment of the coupling will still produce additional forces and additional moments of force on the rotor and bearing system, and these additional forces often bring serious consequences. The curved surface is designed to reduce the deformation of the elastic quincunx spacer and limit the influence of the centripetal force on it during high-speed operation. The zero-gap claw coupling is composed of two metal bushings (usually made of aluminum alloy or stainless steel) and a quincunx elastic spacer.

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