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Installation, Operation and Maintenance

Installation

Sequence of operations

1. Check that the shaft end is running true.

2. Fit the keys into keyways and lubricate the shaft (eg. with Molykote etc.)
3. Place the turbo coupling on the shaft (see fig. 6).
4. Using the mounting spindle and the thrust disc, the turbo coupling is mounted on the shaft, (Fig. 7).
The coupling hub must press against either the shaft; collar or face of the shaft end dependant on the variant

5. The coupling must be fixed axially by means of holding screw, lock washer and retaining ring.
Rotation of the retaining ring is prevented by a locking pin or a spring washer. (Figs. 8 and 9).

6. Mounting the hub of the connecting coupling.

Figures 6 to 11

Unsuitable mounting aids (eg. pressure plates, hammer, welding torches etc.) must not be used. (Figs. 10 and 11)

Alignment

Always remember that only a perfect alignment of motor and gear shafts ensures a smooth running of the turbo coupling and
a long life for the whole unit.

Sequence

1. The driving machine must be mounted in its final position. The foundation bolts must be firmly tightened.
2. Fit the flexible element in the connecting coupling.
3. Push the motor up to the driven machine. To allow the motor to be correctly aligned, the feet should be adjusted by
means of shims or foil plates. Locking plates and adjusting bolts on the foundations are an advantage for sideward
adjustment.

There are several possibilities for aligning by means of depth gauge is sufficient. A more precise alignment by means of a dial
gauge is also possible. This method is shown in Fig. 13.

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Figure 12 and 13

Flexible Couplings; alignment value and tolerances.

Figure 14

Coupling size ERK ,L' EPK ,L' ENK SV ,L' in mm ENK SX ,L' PFK ,L'
133 124+1 -- -- -- --
154 143+1 -- -- -- --
154D 165+1 -- -- -- --
206 183+1 -- -- -- --
206D 223+1 -- 56,51,5 110,51,5 1060,5
274 255+1 781 672 158,52 1060,5
274 295+1 781 672 158,52 1060,5
366 -- 781 672 158,52 1160,5
422 -- 1021 722 1732 1410,5
487 -- 1061 87,52,5 1902,5 1480,5
562 -- 1161 102,52,5 2212,5 --
650 -- 1521,5 125,52,5 2742,5 --
750 -- 1631,5 127,52,5 2762,5 --
866 -- 1891,5 127,52,5 287,52,5 --
1000 -- 2101,5 127,52,5 287,52,5 --
1150 -- 2101,5 -- -- --

Alignment tolerance
562 up to 750
Coupling Size up to 487 866 up to 1150
in mm
up to 750 0,6 0,8 0,8
up to 1200 0,4 0,6 0,6
Speed (min')
up to 1800 0,3 0,4 --
up to 3600 0,2 -- --

The alignment tolerance for the various types and sizes of couplings are listed in the table.

To eliminate axial restraint forces, the dimension "L" must be maintained under all circumstances.

Both the driving and driven shafts should align in operation. When aligning, the extension of the shafts due to warming-up in
operation must be taken into account.

When the motor foot bolts and flange bolts of the connecting coupling have been tightened, the alignment should be
rechecked.

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Permissible alignment tolerances

(Valid for all connecting couplings).

Dial gauge readings via radial displacement of the shaft, (measured in the area of the flexible seal) and deviations in trim
(measured at the largest diameter) All values in mm.

The flexible connecting couplings can only take up a limited shaft extension.
We recommend that the value 0 should be aimed for, for wear reasons.

Filling Fluids and Quantities

The oil filling has a considerable influence on the torque transmitted by the turbo coupling.

The quantity of fluid to be filled into every coupling is given in the order confirmation or the filling quantity can be estimated in
accordance with the motor power.

The exact quantity to be filled should be determined from the actual power transmitted or by measuring the coupling slip and
motor current.

Normal operating conditions

The following operating fluids have proved satisfactory under normal operating conditions:

ISO VG 22
Viscosity :
ISO VG 32
Pour point : below -24deg C (-11,2 deg F)
Viscosity on starting : < 15 000 mm2 /sec.
Flash point : > than or equal to 175 deg C (347 deg F)

Refined product, highly resistant to ageing. Compatibility with seal materials of Perbunan or Viton.

Exceptional operating conditions

Often, in the course of completing an order or during tests, special operating conditions are determined. If conditions should
change, we ask that you should refer to us.

Important exceptional conditions can be:

high ambient temperature,
high starting frequency,
high moment of inertia.
For such applications, a mineral oil should be selected with particularly good oxidation resistance.

Starting and operating at low ambient temperatures :

The pour point of the mineral oil should be similar to or below the lowest coupling starting temperature.

Application in explosion-proof areas :

Dependent on the explosion-protection requirements special criteria are to be considered for oil filling determination. For this
case the guide values in the filling quantity tables on page 8 and 9 are not suitable. In few cases the filling quantity specified by
the supplier (in the order confirmation or on the labels) is to be observed.

The greater the filling volume, the greater the motor load on starting and the smaller the slip for the same torque
transmission and thus the greater the slipping torque.

Water used as operating medium :

Please refer to our supplement No. 3.626-7432 e which describes specifically the difference between water coupling and the
oil couplings outerhed in this manual.

When using high-flash paint pressure fluids :

The seal material must be Viton. The filling quantities will differ from those used for mineral oils (ask Voith for details).

The manufacturer's usage directions should be followed. Fluids on a phosphoric acid ester basis must not be allowed to
escape into the environment. Any such fluid that escapes should be absorbed with sand and destroyed by high-temperature
combustion. In order that the fluid in the coupling does not spray out through the fusible plug, we recommend the fitting of a
thermostatic switching element.

Special instructions apply to applications for underground mining.

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Special requirements for high-flash point pressure fluids :

Viscosity: up to approx. 35 mm2 sec. at 40 deg C (104 deg F)
Highly resistant to ageing and compatible with Viton as sealing material.

High-flash point pressure fluids for general application (not for mining operations below ground) :
BP Olex SF-D 0207 ZF
Mobil control fluid HFD 46 (starting temperatures not below -20 deg C [-4 deg F]).

Mineral oils for normal operating conditions :

Oil types :
HD-motor oil SAE 1OW
ATF, Type A
ATF, Suffix A
ATF, Type Dexron 11
H-L, DIN 51524, part 1
H-LP, DIN 51514, part 2
L-TD, DIN 51515, part 1
Special oils for hydrodynamic drives (turbo-couplings)

Proposed oils :
H-L or H-LP oils:

Agip OSO 32
Antar ELF Misola H 32
Aral Degol BG 32
Aseol Plus 16-110
Autol Hydr-OI HY-S 32
Avia Avilub Hydr. Oil RSL 32
Beverol Hydro T 32
BP BP-Energol HLP 32
Caltex Rando Oil 32
Castrol Hyspin VG 32
Chevron EP Hydr-Oil 32
Deutzer Oel KG Deutz Oil HLP 32
Elf Elf Olna 32
Esso Torque Fluid N 45
Fina Hydran 32
Fuchs Renolin MR 10
Kuwait Petroleum Hydraulic Oil 32
Mobil Mobilfluid 125
Oest Hydr.-Oil H-LP 32
Optimol Hydo MV 5035
Reiner DTA 10
Shell Tegula Oil 32
Texaco Rando Oil 32
Total Azolla 32
Valvoline M5-C 600B
Wenzel Weidmann Ecubsol Turbo 32
Wintershall Wiolan HF32 Turbofluid
Wisura Kineta 32V

Filling and Filling Control

Tightening torques and seals for filler plugs and fusible plugs
Screw thread M8 M10 M12 x 1.5 M14 x 1.5 M16 x 1.5 M18 x 1.5 M22 x 1.5 M24 x 1.5 M36 x 1.5

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Tightening
15Nm 25Nm 38Nm 55Nm 72Nm 95Nm 150Nm 180Nm 450Nm
torque
Flat seal ring
8 x 14mm 10 x 16mm 12 x 18mm 14 x 20mm 16 x 22mm 18 x 24mm 22 x 29mm 24 x 32mm 36 x 44mm
A DIN 7603 Al
Care should be taken only to use original seal rings that are in perfect condition and not badly deformed for the filling plug
and fusible plug.

Figure 15

The correct oil filling level is important for the trouble-free operation of every Voith Turbo coup- ling. For this reason we
recommend that the oil level be checked at regular intervals.

Warning: Voith Turbo couplings may only be filled to a maximum of 80% of their total capacity. No attempt should be made
to top up the filling by rotating the secondary parts or by pouring oil through the fusible plug screw bore, since any excess oil,
when heating up, would tend to build up an inadmissible pressure inside the coupling while in operation.
Damage (from simple leakage up to complete mechanical breakdown) to the Voith Turbo coupling could be the result.

Filling and checking of the filling level are carried out as follows :

Horizontally installed couplings :

Filling :
1 .Remove the filling plug
2. Remove the topmost fusible plug.
3. Fill the coupling with the prescribed quantity of oil.
4. Rotate the coupling until oil just begins to spill out of the fusible plug hole.
5. To provide a means of checking the oil level, make a mark on the coupling and another mark opposite to it on the driven
machine or guard with the coupling in this position.
6. Replace the filling plug and fusible plug and tighten.

Checking :
1. Remove the filling plug and topmost fusible plug.
2. Turn the coupling until the checking marks (see 5 above) are in line with one another.
3. Top up if necessary.
4. Close the openings oil tight.

By means of our sight glass (for turbo couplings from size 366) a check of the filling quantity is possible without opening the
turbo coupling. Also please refer to print CR 160.

Important :
Screw the sight glass into the turbo coupling axially only.
For sizes 366 and 422 a subsequent installation is possible by replacing the sight glass by a blind screw. For sizes 487 to
1150 a standard sight glass is available.

Vertically installed couplings :

Filling :
1. Remove the filling screw.
2. Mount the filling control device (see installation plan, special accessory Item No. 1300).
3. Fill the coupling with the prescribed quantity of oil.
4. Mark the level of the oil in the gauge pipe or on the gauge hose on the coupling.
5. Close the filling plug.
6. Remove the filling control device and close off the valve with a screwed plug.

Checking :

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1. Remove the filling screw.

2. Mount the filling control device.
3. Check the filling level against the marks.
4. Top up if necessary.
5. Close the filling plug.
6. Remove the filling control device and close off the valve with a screwed plug.

With multiple-motor drives, the oil fillings of the different turbo-couplings must be matched so as to obtain proper load
distribution.

Warning!
The load matching check should still be made even when the motors used are identical and the same
turbocouplings are used (due to tolerance characteristics).

Such load distribution can best be achieved by connecting an ammeter in series with each motor. Should
the readings on the ammeters differ, the oil fillings should be corrected until each motor draws approximately the same
current from the mains.

Please note:
A sufficiently sized oil catch pan should be placed underneath the turbo coupling for filling and draining, to prevent that oil gets
in the soil.

Commissioning

Note: When switching off the unit, do not touch the turbo-coupling without protecting your hands, since it may be hot.

Figure 16

The turbo couplings can principally be driven in either direction. When the installation is switched on for the first time it is
important to cheek that the coupling runs in the direction required by the installation. When using a turbo coupling, the
squirrel-cage motor is usually switched on directly. If the capacity of the mains supply makes a star-delta starting circuit
necessary then the switch-over from star to delta must be made as rapidly as possible, at the latest after 3 seconds.

The machine protection laws require that a suitable anti-contact guard must be fitted. For details see section on Maintenance.

Cleaning the external coupling:

It is not allowed to clean the turbo-coupling by means of high-pressure cleaning equipment. It may happen that the grease in
the dust lips or shaft sealing rings may be washed out or pressed underneath the sealing lip, which would cause leaks or
destroy the shaft sealing ring.

When the motor rated speed has been reached, the driven machine must start to turn. If this does not happen, the cause can
be excessive stiffness, or a jammed machine which must be repaired immediately.

Each turbo coupling is checked for leakage before it leaves the factory and must not lose any oil.

To ensure that the oil filler plug is closed to an oil-tight seal, and that no leaks are present, make a seal leakage test with a
strip of clean paper as shown in Figure 16. Any oil spray will then become visible on the paper.

Only original sealing rings in perfect condition, and which are not deformed should be used for filling and fusible plugs.
Tightening torques and dimensions of sealing rings see table in Filling and Filling Control section.

Maintenance

When the requirements for size, installation, alignment and filling have all been correctly complied with, then Voith Turbo

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couplings require virtually no maintenance and require virtually no operational supervision.

The temperature is highly dependent on the local operating conditions (number of starts, mass being accelerated and ambient
temperature) and when in continuous operation the temperature should not exceed 85 deg C (185 deg F). To provide good
cooling conditions the ventilation of the turbo coupling must not be hindered by closed surface protective guards. We
recommend that all guards be constructed from expanded metal or perforated metal sheet.

For reasons of demonstration, the photos in this section do not show any guards.

A regular oil change is not necessary. Depending on the thermal stress to which the oil is subjected, the same oil filling may be
used for several years. We recommend however, that the oil be checked for ageing after approximately 15,000 hours of
operation, and changed if necessary.

If the flexible material of the connecting coupling suffers high wear (this should be checked periodically) the alignment should
be checked and corrected where necessary.

If the fusible safety plugs have melted due to overloading or jamming of the driven machine, the coupling must be filled with
new oil. It is very important that only genuine Voith fusible safety plugs be used.

After the fusible safety plugs have melted, shut off the unit to prevent the bearings from running dry.

Care must be taken to select the correct melting point fusible safety plugs.

Please note the admissible temperature limit in each case when using in an explosion-proof area.

Melting Point Colour

110 deg C (230 deg F) yellow
140 deg C (284 deg F) red
160 deg C (320 deg F green
180 deg C (356 deg F) blue

By using our "Thermal warning equipment", the melting of the fusible safety plugs can be prevented. Remaduning
by the manufacturer is only required on subsequent installation to be carried out on coupling size 274.

Warning!
The fusible safety plugs must not be exchanged for solid screws under any circumstances.
If the coupling has heated up considerably, or when the safety plugs have melted, the bolts around the
circumference should be tightened.

Defects

Observation Possible Cause Remedy

Drive motor defective or incorrectly
Check motor (speed, current consumption etc.)
connected
Driven machine jammed Check drive machine and remove cause of jamming.
Power consumption of driven machine too Check power consumption and cross-check with
Rated speed high standard data.
not reached Too much oil in the coupling, motor does Check oil filling details as referred to in the beginning of
not reach rated speed this page.
a) Check oil filling details as referred to in the earlier in
Oil filling too low
this page.
Coupling leaking b) Check as shown in earlier in this paper.
a) Check oil filling details as referred to in the earlier in
Oil filling too low
this page.
Fusible Coupling leaking b) Check as shown in earlier in this paper.
safety
plug melts Power consumption of driven machine too Check power consumption and cross-check with
high standard data.
Motor running to long in star mode Speed up switch-over to delta.
Installation Bad alignment Realign as described earlier in this page.

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Check installation. Check and localize noise and

runs Bearings damaged vibration by sound and measuring.
unevenly Replace bearings
Foundation fittings loose Check and tighten foundation fixings

Dismantling

Figure 17

For dismounting the turbo coupling the drive motor must be disconnected and withdrawn.

After removing the holding screws and holding disc, the turbo coupling can be withdrawn.

Warning!
The withdrawal may only be made via the steel coupling hub, with the aid
of a screw extractor. Never withdraw by means of the housing.

To ensure that the screw extractor is not applied with a bending moment, which would cause it to tip and gauge, it
must be applied immediately beside the hexagonal head and the thread must be lubricated (e.g. Molycote, oil).

Mounting and pulling off device

Figure 18

Coupling size
L Q SW
type

274 T1 ) 360 G
274 DT1 ) 360 G 36

366 T, TV, TVV 350 G1 46

422 T, TV, TVV
460 G1 55
487 T, TV, TVV
562 T, TV, TVV
650 G1 60
650 T, TV, TVV
750 T, TV, TVV
800 G1 70
866 T, TV, TVV
1000 T, TV, TVV
1000 G2 75
1150 T, TV, TVV, DT
1 ) A bush with male thread G 1 and female thread G is required for removal

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Figure 18

Coupling size
L1 ca. L2 Q1 SW1
type
274 T, DT 450 30 M10 17
M12 19
M16 24
M20 30
M24 36
366 T, TV, TVV 475 150 M10 17
M12 19
M16 24
M20 30
422 T, TV, TVV 475 160 M12 19
M16 24
M20 30
M24 36
487 T, TV, TVV 650 190 M16 24
M20 30
M24 36
562 T, TV, TVV 780 210 M16 24
M20 30
M24 36
650 T, TV, TVV 780 245 M20 30
M24 36
M30 46
750 T, TV, TVV 780 300 M20 30
M24 36
M30 46
866 T, TV, TVV 1000 340 M20 30
M24 36
M30 46
1000 T, TV, TVV 1150 480 M30 46
1150 T, TV, TVV, DT M42 65

Repairs

Whenever possible couplings needing repair should be returned to the factory and otherwise only be repaired by
correctly instructed skilled personnel.

Normally the individual parts are balanced and are interchangeable. In cases where a particularly smooth, even
running is necessary, the turbo coupling is completely balanced and the parts are marked at the factory.

Dismantling :

Drain the oil out of the coupling. When the parts have been marked and the peripheral screws have been
removed, the primary wheel and the casing can be removed. To prevent damage to the sealing surfaces, the
removal should not be made with the aid of chisels, or screwdrivers or similar tools. Only pulling screws may be
used. The parts should be carefully cleaned and the sealing surfaces carefully inspected. They may be cleaned and
re-polished by means of a piece of emery cloth wrapped round a flat file.

The shaft seals should now be removed and the roller bearings, which for sizes 366 and above are fitted by
means of spacer rings (spring plate) in the primary wheel and the casing should be withdrawn from the coupling
hub.

If the spacer rings have been pressed into the Silumin due to poor alignment, then the seating surface can be re-
turned and a steel band inserted. For this purpose however, the turbo coupling must be returned to the

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manufacturer.

We recommend that all shaft seals and gaskets be renewed at each dismantling.

Reassembly

Prior to pressing in the shaft sealing rings, their seating in the coupling easing and primary wheel should be coated
with a sealing compound (e.g. Atmosit no Hylomar). see fig 20).

When inserting the spacer rings (Fig. 21) care must be taken to ensure that they are correctly seated. To prevent
axial movement, depending on the size and type, either a groove or a cap is provided as support for the spacer
ring (Fig. 22).

After inserting the ball bearing (Fig. 23) the coupling hub with the attached secondary wheel is mounted into the
coupling easing (Fig.24). Subsequently, install the secondary hub with the attached secondary wheel in the
coupling casing. For sealing the outer flange, place a soft woolen thread (1 00% shearing wool) coated with soft
soap, or Hylomar sealing compound and Fluiflex teflon cord (1 mm diameter) on the sealing surface inside the bolt
hole circle; the ends should cross (as shown in Fig. 25 and 26). The sealing surfaces must be in perfect condition.
The sealing compound should be evenly applied so that the wool thread or Teflon cord is not pressed outwards by
excess of sealing compound into the bolt holes during assembly.

Allow 5-10 minutes drying time for the sealing compound and then assemble the parts slowly.

After the primary wheel has been pressed on (Fig. 27) and attached to the coupling casing, the turbo coupling is
again ready to go into operation.

The sealing of the "delayed filling" chamber cover of the types TV and TVV should also be checked (fig 28).

Figure 19 Figures 20 to 28

Alignment of Flange Couplings with Internal Locking Elements

1. Release all screws on the locking element a few turns

2. The locking element should be lightly oiled only on outside and taper surfaces (not on inside) with an oil which
does NOT contain Molybdnum Disulphide or any other high pressure additives. Thin engine oil e.g. 1OW or 32
grade hydraulic oil.

NO anti-seize, scuff or rust paste must be used on shaft surface.

3. Shaft and inside of locking element of coupling should be oil free or cleaned with thinners.

4. Place element in position in bore of coupling.

5. Slide both coupling and element onto shaft.

Example Size SLE 560-170/210 Locking Element

TIGHTENING PROCEDURE

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Figure 29

1. Tighten screws 1,2,3, and 4 with allen key, by hand ; check run-out on outer face of coupling. This should be
less than 0,08 mm. Tighten and or loosen relevant screws until this tolerance is achieved. Now tighten the rest of
the screws by hand to the prescribed sequence - check run-out again.

2. If run-out has been maintained below tolerance, proceed to torque tighten screws with wrench to 75% of
required torque to the prescribed sequence - check run-out again. If run-out has been maintained below tolerance,
tighten all screws to full torque - check run-out again.

3. Should run-out exceed tolerance at any stage of the tightening procedure, then all screws are to be loosened -
locking element to be 'cracked' as per paragraph 3 under removal and tightening procedure start again from
beginning.

REMOVAL

1. Loosen all bolts and remove.

2. Screw bolts into threaded holes in front and centre ring.

3. Tighten bolts, in stages, in diagonally opposed sequence until the "crack", which signals the release of the
tapers is heard. The removal process can now be completed by pushing the rings apart in the above manner until
the element is loose on the shaft.

4. The coupling and element can now be removed from the shaft.

Determining the Quantity of Oil in a Voith Turbo Coupling with Sight Glass Fitted

When a Voith turbo coupling is first installed, the correct oil level should be determined by either measuring the
motor current or performing trial start-ups of the machine until the desired result is obtained. Once the correct
filling has been established, then one of the following methods may be adopted for future filling or checking.

METHOD 1

Immediately after installation and determination of correct oil filling as explained above, proceed as follows :

1.1. Locate the oil sight glass and rotate the coupling upwards until the sight glass changes colour. (Dark to light).

1.2. Slowly rotate the coupling in the opposite direction (downwards) until the sight glass again changes colour
from light to dark.

1.3. With the coupling in this position, create a reference point by marking an arrow an either the gearbox, motor
or coupling guard. Alternatively, determine the height of the sight glass from the floor or base plate.

1.4. The oil sight glass should always change colour as it is brought in line with the reference mark. If not, then the
oil level must be adjusted accordingly.

METHOD 2

This method necessitates the use of "OIL FILLING CONTROL TABLES", available from Surtees and Son (Pty)
Limited.

2.1. Rotate the coupling until the sight glass is at the top of the coupling.

2.2. Slowly rotate the coupling towards you watching the sight glass carefully.

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2.3. Stop rotating the coupling the moment the sight glass changes colour. (Light to dark).

2.4. With the coupling in this position, count the number of bolts on the periphery of the shell between the sight
glass and the vertical axis (TOP) of the coupling.

2.5. Using the correct "OIL FILLING CONTROL TABLE" For the coupling concerned, read off the corresponding oil
quantity versus number of bolts counted.

2.6. Adjust the oil fill accordingly.

To Determine/Check the Quantity of Oil in a Voith Turbo Coupling

The most accurate method is to drain all the oil from the coupling and measure the volume of oil, using a known
volume container. However, this method is time consuming, and depending on the location of the coupling may be
very messy.

An alternative method for determining/checking the amount of oil without draining the coupling will now be
described step by step (in this case, it is assumed that the coupling shaft is horizontal) :

(1) Rotate the coupling until the fusible plug is near the top side of the coupling.

(2) Remove the fusible plug.

(3) Rotate the coupling until oil is about to flow out of the fusible plug hole.

(4) With the coupling in this position, count the number of bolts between the fusible plug hole and the vertical axis
of the coupling.

(5) Use the table or graph for the size coupling concerned to determine the corresponding amount of oil in the
coupling.

Example 1 - 422 TV Coupling (see table 3-602-7803)

From the sketched example, it can be seen that there are seven bolts between the fusible plug hole and the
vertical axis. From the horizontal column of the table read off the corresponding oil filling. Example 1 = 12 litres

Example 2 - 562 TV Coupling (see table 3-602-7802)

For nine bolts between fusible plug and vertical axis, the corresponding oil filling is 30 litres.

Example 3 - 620 TV Coupling (see table 3-602-8244)

For seven bolts the corresponding oil filling is 37 litres.

NOTE : The method described above is not very accurate, therefore, pay careful attention to the procedure to ensure that the results are not
too inaccurate.

Recommended Oil Filling Quantities for Voith Turbo Couplings at 4 - Pole Speed

Filling Quantity (Litres) For Coupling Types :-

Absorbed Coupling
Power Size Turbo Soft Start
T / TRI TV / TUV / TVRI TVV / TUVV / TVVRi
TVVS / TUVVS / FB
120 15.0 15 14.75 23.0
130 15.5 15.5 15.5 24.0
140 16.0 17.0 16.0 24.5
150 17.0 17.25 16.5 25.0
160 562 17.5 17.5 17.0 25.5
170 17.75 18.0 17.5 26.0
180 18.25 18.5 18.0 26.5
190 19.0 19.0 19.0 27.0
200 19.5 19.5 21.0 28.0

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225 20.0 20.0 23.0 29.0

250 20.5 20.75 25.0 30.0
225 22.0 22.0 22.0 37.0
250 23.0 23.0 23.0 37.5
275 24.0 24.0 24.5 38.0
300 25.0 25.5 26.0 40.0
325 650 26.0 26.5 27.0 42.0
350 27.0 27.5 28.0 43.0
375 28.0 28.5 29.0 45.5
400 29.0 30.0 31.0 47.0
425 30.0 33.0 34.0 48.0
375 33 37 37
400 34 38 38
425 35 39 39
450 36.0 41.0 40.0
475 37.0 42.0 41.0
750
500 38.0 43.0 42.0
525 38.5 44.0 43.0
550 39.0 45.0 44.0
575 40.0 45.5 45.0
600 41.0 46.0 46.0

Operating Oils for Voith Turbo Couplings with Constant Filling.

Most oils of the standard I.S.O. Hydraulic oil will suffice.

The oil generally is required to have the following characteristics for normal operating conditions.

Viscosity : Approx. 29 cSt at 50 deg C (= 32 cSt at 40 deg C)

Pour Point : Under minus 25 deg C (for starting, not under minus 20 deg C)

Flash Point : Minimum 175 deg C

The oil should have an ageing resistant and be compatible with Viton or Perbunan sealing material.

The following locally available oils could be recommended :

B.P. Energol HLP 32 and RC 32

Caltex Rando 32 and HD 32
Castrol Hyspin AW 32 and AWS 32
Cera Cerascope 32
Esso Esstic (M.V.I.) 32
Mobil Rarus 424 and DTE 24
Shell Tellus 32 and S 32
Sasol Rubis 32
Trek Hydraulic oil 32
Valvoline Stroc A and LA

Warning : Voith Turbo Couplings may only be filled to a maximum of 80% of their total capacity.

Mounting and Alignment Instructions for Voith Turbo Couplings with Mounting Arrangement Type "MSA"

1. Hang the input coupling mounting ring (Item 02) loosely on the prime mover shaft.

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2. Mount the input coupling shaft hub (Item 01) onto the prime mover shaft ensuring that the shaft penetration is
correct and in accordance with the final drawing issued with this Manual.

3. Mount the flexible coupling cam hub (Item 1800) onto the driven machine shaft following the same procedure
as for the input hub above. NOTE : Ensure that the brake drum/disk is in position before mounting the hub.
(where applicable)

4. Insert the rubber element (Item 1820) and cam flange (Item 1810) into the cam hub (Item 1800).

5. After ensuring that the driven machine is securely bolted into position, locate the prime mover to obtain the
correct distance between shafts.

6. Lower the Voith turbo coupling into position and bolt up to the input mounting ring (Item 02).

7. Bolt up the input mounting ring (Item 02) to the shaft hub (Item 01)

8. Bolt up the cam flange (Item 1810) to the coupling adapter flange (Item 03)

9. Align the flexible connecting coupling as accurately as possible. "DO NOT EXCEED THE FOLLOWING VALUES" :

Coupling size 274 366 422 487 562 650 750

Angular/offset(mm) 0.3 0.3 0.3 0.3 0.4 0.4 0.4

Measure angular alignment at the gap between the coupling-flange and hub (items 1810 and 18OO).

Measure offset alignment across the periphery of the mating coupling flange and hub. (Items 1810 and 1800)

NOTE : For Accurate alignment, we recommend, shims and foil height adjustment the prime mover and fastening
plates with adjusting screws on the base plate for lateral adjustment of the prime mover.

Recommended Oil Filling Quantities for Voith Turbo Couplings at 4 - Pole Speed

Correct oil fills for best starting torques - N.B. maximum 6 starts per hour

Filling quantity (litres) for coupling types :-

Absorbed
Coupling size Turbo soft start
Power T / TRI TV / TUV / TVRi TVV / TUVV / TVV / Ri
TVVS / TUVVS / FB
0.5 0.45
1 206 0.6
1.5 0.8
1.5 1.1
2 1.2
2.5 1.3
206 D
3 1.4
3.5 1.5
4 1.6
4 1.4
5 1.75
274
6 2.3
8 2.45
8 3.0
10 3.5
274 D
12 4.0
15 4.25
16 3.5 3.6 4.0
18 366 4.0 4.1 4.4
20 4.1 4.4 4.5

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22 4.3 4.5 4.6

25 4.5 4.7 5
30 5.0 5.2 5.5
32 6.0 6.8 6.3 9.8
35 6.3 7.0 6.8 10.0
40 6.9 7.7 7.1 10.5
45 7.1 8.2 8.0 11.0
50 422 7.4 8.7 8.2 11.8
55 7.8 9.0 9.0 12.0
60 8.3 9.5 10.0 13.0
65 8.8 9.7 10.5 14.0
70 9.3 10.0 11.0 14.8
70 9.2 10.0 9.8 16.0
75 9.8 10.5 10.0 16.5
80 10.0 10.7 11.0 17.0
85 10.4 10.9 12.2 17.5
90 487 10.4 11.1 13.0 18.0
100 10.5 11.4 14.0 18.5
11.0 12.0 13.5 16.0 19.0
120 13.0 14.0 17.0 19.5
130 14.0 14.5 19.0 21.5

Oil Filling Table Voith Coupling Size 487

NOTE : Filling angles and oil volumes based on standard hydraulic oils with viscosity of 32 at 40 deg C. and with
fluid coupling mounted in a horizontal position +/- 2 deg.

Figure 30

Standard Turbo Coupling Types Turbo Soft Start

Oil Fill
T / TRi TV / TUV / TVRi TVV / TUVV / TVVRi TVVS / TUVVS / TVV / FB
Litres
No. of Bolts < No. of Bolts < No. of Bolts < No. of Bolts <
9 12.5 94 deg - - - - - -
10 11.5 86 deg 13.5 101 deg - - 15.5 116 deg
11 10.5 79 deg 13 98 deg 13.75 103 deg 15 113 deg
12 10 75 deg 12.5 94 deg 13.25 99 deg 14.5 109 deg
13 9.5 71 deg 11.5 86 deg 12.75 96 deg 14.25 107 deg
13.5 9.0 68 deg 11.75 88 deg 12.5 94 deg 14 105 deg
14 8.5 64 deg 11 83 deg 12.25 92 deg 13.75 103 deg
14.5 8 60 deg 11.25 84 deg 12 90 deg 13.5 101 deg
15 - - 10.5 79 deg 11.75 88 deg 13.25 99 deg
15.5 - - 10.25 77 deg 11.5 86 deg 13 98 deg

16 - - 10 75 deg 11.25 84 deg 12.75 96 deg

16.5 - - 9.75 73 deg 11 83 deg 12.5 94 deg

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17 - - 9.55 71 deg 10.75 81 deg 12.25 92 deg

17.5 - - 9.25 69 deg 10.5 79 deg 12 90 deg
18 - - 9 68 deg 10.25 77 deg 11.75 88 deg
18.5 - - 8.75 66 deg 10 75 deg 11.5 86 deg
19 - - 8.5 64 deg 9.75 73 deg 11.25 84 deg
19.5 - - - - 9.5 71 deg 11 83 deg
20 - - - - 9.25 69 deg 10.75 81 deg

Oil Filling Table Voith Coupling Size 366

Note : Filling angles and oil volumes based on standard hydraulic oils with viscosity of 32 at 40 deg C. and with
fluid coupling mounted in a horizontal position +/- 2 deg.

Figure 30

Standard Turbo Coupling Types Turbo Soft Start

Oil
Fill T / TRi TV / TUV / TVRi TVV / TUVV / TVVRi TVVS / TUVVS / TVV-FB
Litres
No. Of Bolts < No. Of Bolts < No. Of Bolts < No. Of Bolts <
2.5 10 112 deg - - - - NA NA
3 9.5 107 deg - - - - NA NA
3.5 9 101 deg 10 112 deg 11 124 deg NA NA
4 8 90 deg 9 101 deg 10 112 deg NA NA
4.5 7.5 84 deg 8.5 95.5 deg 9.5 107 deg NA NA
5 7 79 deg 8 90 deg 9 101 deg NA NA
5.5 6.5 73 deg 7.5 84 deg 8.5 95.5 deg NA NA
6 6 67.5 deg 7 79 deg 8 90 deg NA NA
6.5 - - 6.5 73 deg 7.5 84 deg NA NA
7 - - 6 67.5 deg 7 79 deg NA NA
7.5 - - 5.5 62 deg 6.5 73 deg NA NA
8 - - 5 56 deg 6 67.5 deg NA NA

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