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Chapter 4
INSTALLATION & MAINTENANCE CONTENTS
4.1 Bushing Mounting...................................................................................................................................................77 4.1.1 Types of Mounting ........................................................................................................................................ 77 4.1.2 Tightening...................................................................................................................................................... 78 4.2 V-belts & Sheaves....................................................................................................................................................78 4.2.1 Mounting Structure ........................................................................................................................................ 78 4.2.2 Center Distance Adjustment .......................................................................................................................... 79 4.2.3 V-Belt Installation.......................................................................................................................................... 80 4.2.4 Tensioning ..................................................................................................................................................... 83 4.2.4.1 Measuring Techniques .................................................................................................................. 83 4.2.4.2 Run-in Period................................................................................................................................ 86 4.2.5 Idler Pulleys ................................................................................................................................................... 87 4.2.6 Maintenance................................................................................................................................................... 88 4.2.7 Belt Storage ................................................................................................................................................... 88 4.3 Typical Problems.....................................................................................................................................................90 4.3.1 Drive Misalignment ....................................................................................................................................... 90 4.3.2 Sheave Cracked in Hub ................................................................................................................................. 90 4.3.3 Vibrations ...................................................................................................................................................... 91 4.3.4 Over Tension ................................................................................................................................................. 91 4.3.5 High Ratio with Short Center to Center Distance.......................................................................................... 91 4.4 Couplings .................................................................................................................................................................92 4.4.1 Flexible Coupling Types................................................................................................................................ 92 4.4.2 Shaft Misalignment........................................................................................................................................ 94 4.4.3 Elastomeric Element Couplings..................................................................................................................... 95

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4.1 Bushing Mounting 4.1.1 Types of Mounting

There are two ways to mount a bushing with a sheave onto a shaft that leaves the cap screws accessible from the outside; either way is acceptable.
Bushing flange toward machine or motor 1. 2. 3. Align tapped holes in bushing flange with drilled holes in sheave hub. Insert cap screws through drilled holes in sheave hub and thread loosely into tapped holes in bushing flange. Position assembly on shaft and tighten cap screws progressively and uniformly.

To remove 1. Remove cap screws and thread into tapped holes in sheave hub. Tighten progressively until bushing is free from sheave taper. Remove assembly from shaft.

2.

Bushing flange away from machine or motor 1. 2. 3. Align drilled holes in bushing flange with tapped holes in sheave hub. Insert cap screws through drilled holes in bushing flange and thread loosely into tapped holes in sheave hub. Position assembly on shaft and tighten cap screws progressively and uniformly.

To remove 1. Remove cap screws and thread into tapped holes in bushing flange. Tighten progressively until bushing is free from sheave taper. Remove assembly from shaft.

2.

IMPORTANT
When mounting, do not use any lubricant. Tighten screws with the appropriate wrench torque.

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4.1.2 Tightening
Tighten screws evenly and progressively. Never allow the sheave to be drawn into contact with the bushing flange. If too much pressure is applied when tightening the screws, excess strain will be created in the hub causing it to crack. For the correct wrench torque, please refer to the following table.
PROPER WRENCH TORQUE TO TIGHTEN SCREWS BUSHING No. SCREW SIZE Inches L JA SH SDS-SD SK SF E F J M N P W S 1/4 no. 10 1/4 1/4 5/16 3/8 1/2 9/16 5/8 3/4 7/8 1 1 1/8 1 1/4 TORQUE WRENCH Ft.-Lbs. 6 5 9 9 15 30 60 75 135 225 300 450 600 750 OPEN END OR SOCKET WRENCH LENGTH Inches 4 4 4 4 6 6 12 12 15 15 15 18 24 30 Pull / Lbs. 18 15 27 27 30 60 60 75 135 180 240 300 300 300 TORQUE CAPACITY In.-Lbs. 1,200 1,000 3,000 5,000 7,000 11,000 20,000 30,000 45,000 85,000 150,000 250,000 375,000 625,000

4.2 V-belts & Sheaves

With proper installation and maintenance, V-belts will have a longer, more cost-effective service life. Main guidelines on how to correctly install a V-belt drive will now be discussed.

4.2.1 Mounting Structure

Drive tensioning can impose excessive load on the structure that supports the motor, reducer, and other driven equipment. For example, a 100-hp drive that runs a 1,760-rpm motor, the force induced by belt tension can easily exceed 2,500 lb. Its important therefore to design the mounting structure

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in an appropriate manner to support this load without deflection under static and dynamic load conditions. Otherwise, all of the care taken during installation would be futile.

4.2.2 Center Distance Adjustment

V-belt drive units should allow for an adjustment of the distance between the driving and the driven sheaves. The center distance must have a minus allowance to permit easy installation of the V-belts in order to avoid any strain or damage and a plus allowance to allow for an adjustment to the desired tension. In most cases, the minus allowance is 1.5% of the center distance and the plus allowance is 3%. Motor base or motor slide rails are the most common adjustable mechanisms for tensioning a drive. These devices are available in a variety of models, including spring-loaded versions that automatically compensate for belt elongation. For installations that do not allow for an adjustable center distance, the use of an idler pulley is recommended.

Example 4.1 Answer:

If the center to center distance of a drive belt system is 40 in., calculate the allowance required for installation and removal of the belt drive. The minus allowance = 40[in] x 1.5% = 40 x 0.05 = 2 in. The plus allowance = 40[in] x 3.0% = 40 x 0.03 = 1.2 in.

The maximum value of the center to center distance should therefore be at least 42 in. and the minimum distance should be equal to or less than 38.8 in.

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4.2.3 V-Belt Installation

Step 1 : Replacing V-belts - Reduce the center-to-center distance between the driver and the driven sheaves by moving the motor-plate inwards. This reduces tension and allows for slack in the belt between the sheaves. - Remove the used belts from the sheaves and examine the groove surfaces for any damage. Step 2: Sheave Inspection - Check for wear on the side walls, cracking, reinforcing nylon cords and oily surfaces. - The wear of the V-groove in the sheave can be measured with a "go-no-go" belt gauge available from belt or pulley manufacturers. Its very important to know if the V-groove walls have been subjected to excessive strain caused by improper belt tension or misalignment between the driving and the driven sheaves. If the V-groove surface has deteriorated or been damaged, the defective parts must be replaced with new ones. Worn sheaves can reduce belt life by as much as 50%. Step 3: Cleaning Sheaves - Use a stiff brush to remove all foreign matter from the sheave that could abrade belts. Do not use brushes that could scratch the surface of the groove walls as these scratches can graze the V-belt's outer skin when rotating, thus systematically destroying it. - Pulley grooves should be free from rust, oil, grease, dust and burrs. Step 4: Sheave Alignment Simple alignment for angular and parallel offset The question of alignment is not as critical in V-belts drives as with other systems, for example they are inherently more forgiving of misalignment than synchronous belt drives. Nonetheless, before installing V-belts, verify that the sheaves are properly aligned and parallel as a prerequisite to proper tensioning. Poor alignment renders accurate tensioning impossible and causes a load imbalance across the belt span. The first step consists of verifying whether the drive shafts are parallel, and the sheaves are in the proper position on the axis. This procedure can by checked with sufficient accuracy through use of a machinist's straightedge ruler, or by placing a tightly drawn piece of string, across the faces of the sheaves to see if all four points of contact are made.

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Fig 4.1: Alignement Use of a straightedge or a string

However, if there is a difference in the side wall thickness of the sheaves, this method will not be sufficiently accurate. For this reason, this method will be effective only when the sheaves are a matched pair. When this is not the case, the sheaves must be aligned parallel by their grooves. This is the preferred alignment method with any drive. In order to determine what degree of misalignment is acceptable, and at what point it becomes excessive, alignment must be quantified and compared to the belt manufacturers recommendations for various drives. An example of this follows:

Maximum allowable offset

Type Angular offset (deg.) V-belt 0.5 Synchronous belt 0.25

Fig 4.2: Angular offset

Type Parallel offset (in. / ft. of center distance.)

V-belt 0.1

Synchronous belt 0.05

Fig 4.3: Parallel offset

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 MAS K A Example 4.2 Answer:

V-belt parallel offset = 5 x 0.1 = 0.5 in. max

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With a 5 ft. center distance, what is the allowable parallel offset for a Vbelt drive?

Other types of misalignment The preceding procedure illustrated a quick method for checking sheave alignment as seen from one angle only. This method is useful only when the engine shafts are parallel horizontally in a straight line as seen in Fig 4.1. In fact, sheaves that have been installed on a shaft can be misaligned if the driven shaft does not have the same angle as the driver shaft (for example, dips towards the ground) as opposed to the horizontal surface (Fig 4.4). In this case, the two shafts would have to be placed parallel to each other at this plane. To verify, you would have to look from another angle and repeat the steps for checking misalignment with a level gauge. This type of misalignment should not be confuse with a 1/4 th or 1/8 th turn drive design.

Fig 4.4: Other misalignement

Step 5: V-belt Installation

-

Verify that the replacement belts are of the corresponding size. The V-belt cross-section must be compatible with the V section in the groove.

As discussed in chapter 2, V-belts are made of different materials and of varied design depending on the application. In addition, similar cross-section belts from different manufacturers do not necessarily have the same features and can differ in stretch capacity and friction coefficients. For this reason, belts from the same manufacturer should be used with multiple groove sheaves. Never use new and used V-belts on the same design, even if the used belts seem to be in good shape. Belts should always be installed in matched sets. If one belt needs to be changed, the whole set should be replaced. If the V-belts are not of the exact same length, it will result in rapid wear of the new belts and unequal distribution of the load, thus reducing belt life significantly. - Adjust the center-to-center distance in order to slide the belts over the sheaves. The motor must shift enough to allow the belts to be removed or installed without forcing them.

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- Never lever belts over the sheave grooves as this may injure the reinforcements cords. - Install the new belts over the sheaves so that the slack side of all belts is on the same side, either the top or the bottom of the drive. - Increase the drive center distance to pre-tension the belts (see next section for correct tensioning).

4.2.4 Tensioning
One of the most important factors that determines the efficiency of a V-belt drive is proper belttensioning. Insufficient belt tension will cause belt slippage, resulting in reduced pulling capacity. To increase tension, as seen earlier, we have merely to increase the center distance. However, before attempting to tension any drive, it is imperative that the sheaves be properly installed and aligned as stated in a preceding section (section 4.2.2). The effects of low tension on a synchronous belt are equally disastrous. Low tension allows the belt teeth to ride up on the sprocket teeth, thus placing severe stress on the teeth. Under heavy loads, the drive can jump teeth (ratchet), which leads to rapid belt failure. If too much tension is applied to the V-belts, the service life of belts and bearings will be considerably reduced. Drive tension that is too high can have other, far-reaching consequences. Undue stress is placed not only on the belt, but the bearings and shafting as well. Early belt failure is the norm, as excessive tension over-stresses belt cords. Bearing overload also leads to early failure, and can result in motor and reducer damage.

Incorrect tension can destroy belts and equipment. Alignment affects belt tension. Tension can be measured with a simple spring scale or acoustical instrument.

4.2.4.1 Measuring Techniques

V-belts and synchronous belts have been greatly improved compared to only a few years ago. They deliver a lot more power in a smaller package. In order to benefit from this improvement, it is essential that they be correctly aligned and tensioned. All it takes is a few simple tools and techniques to easily and accurately tension a drive, in order to yield the high performance designed into them. Deflection Force Method

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The most common method for tensioning adjustment is with a tension meter or another type of spring scale tool. This tool measures the deflection force when pressed to the open span of the belt drive (Fig. 2). Carrying out the following procedures will obtain adequate tensioning for most V-belt drive requirements: Step 1: Following the belt installation procedure already discussed, arrange the belts so that both the top and bottom spans have about the same sag. Apply tension to the belts by increasing the center distance until the belts are snug (Fig 4.5). Operate the drive a few minutes to seat the belts in the sheave grooves. Observe the operation of the drive under the highest load condition (usually starting). A slight bowing of the slack side of the drive indicates proper tension. If the slack side remains taut during the peak load, the drive is too tight. Excessive bowing or slippage indicates insufficient tension. If this is the case, stop the drive and tighten the belts until all the slack is taken up. Further increase the tension until only a slight bow on the slack side is apparent while the drive is operating under load. Stop the drive and use the meter to measure the force necessary to depress one of the center belts 1/64-inch for every inch of belt span. For example a deflection for a 50 inch belt span is 50/64 or 25/32-inch. If the deflection exceeds 50/64 in. for every inch of span length, the drive needs to be tensioned higher. If the deflection is less, drive tension is excessive and should be reduced.

Step 2:

Step 3:

Fig 4.5: Belt Tension Defelection force method

D D2 t = C2 1 2
The amount of force required to deflect the belt should match up with the deflection force data noted in the chart below. Note that the deflection force varies with V-belts from the
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initial run-in values, which are higher (reflecting higher run-in tensioning) than the normal values obtained after the run-in period.

Standard V-belt Tensioning Deflection Force Table For Maska Blue Flex Belts
Deflection Force Belt CrossSection Smaller Pulley Diameter Range (in.) 3.0 - 3.6 3.8 - 4.8 5.0 - 7.0 3.0 - 3.6 3.8 - 4.8 5.0 - 7.0 3.4 - 4.2 4.4 - 5.2 5.4 - 9.4 3.4 - 4.2 4.4 - 5.2 5.4 - 9.4 7.0 - 9.0 9.5 - 16.0 7.0 - 9.0 9.5 -16.0 12.0 - 16.0 18.0 - 22.0 21.6 - 27.0 3.40 - 4.20 4.20 - 10.6 2.20 - 3.65 4.12 - 10.6 7.10 - 10.9 11.8 - 16.0 4.40 - 10.9 11.8 - 16.0 12.5 - 17.0 18.0 - 22.4 Run-in ( lbs ) 3 - 3/8 4 - 1/4 5-1/8 4 - 1/8 5 6 4 6 7 - 1/8 5 - 1/4 7 - 1/8 9 11 - 1/4 15 - 3/4 13 - 1/2 17 - 1/2 24 33 48 6 7 7 8 16 20 18 22 36 40 Normal ( lbs) 2 - 1/4 2 - 7/8 3 - 3/8 AX 2 - 3/4 3 - 1/4 4 2 - 5/8 4 5 - 1/4 3 - 1/2 4 - 3/4 6 7 - 1/2 10 - 1/2 9 11 - 3/4 16 - 1/2 22 32 4 5 5 6 8 - 12 10 - 15 10 - 14 12 - 18 18 - 27 20 - 30

BX

C CX D E 3V 3VX 5V 5VX 8V

Step 4: Step 5:

Restart the unit and allow the belts to seat themselves in the sheave grooves. Stop the unit after a few hours and measure all belt tensions (Refer to Step 3). Note: During the initial run-in period, it can be expected that the belt tension will need to be readjusted before obtaining the correct deflection. Repeat the procedure until all of the slack is taken out of the belts.

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Step 6:

Restart the unit. Steps 4 and 5 are often overlooked during belt installation, but rechecking the tension is a very important step in the efficient operation and maintenance of V-belts. As such, it is worth taking a little extra time to do so, as you will see in the next step. See section 4.2.4.2 on Run-in period

Step 7:

Elongation method
Belt tension can be measured by marking lines 10 inches apart across the belts' top surfaces at 90 degrees to the length on an installed belt. Apply tension until the gap increases by the desired percentage. For 2 per cent tension, the lines on the tensioned belt would be 10.2 inches apart. Mechanical failure may result when belt tensioning is excessive; 2 to 2.5 per cent elongation should be regarded as the limit. This procedure is normally used to tension drives using banded belts that require a deflection force beyond the range of conventional equipment. The elongation method is not suitable for tensioning synchronous belts that are constructed with fiberglass or aramide cords that have almost no elasticity. This method is accurate only when using long belts; the deflection method discussed above is the standard, recommended procedure to follow.

4.2.4.2 Run-in Period

The first 48-hours following installation is the most critical time for V-belt tension verification. The initial stretch is taken out of the belt during this run-in period, and it settles deeper into the groove of the sheave after the soft rubber surface of the belt's outer envelope is abraded away causing the belt to run slack. To avoid considerable slippage, frictional burning, and other irreparable damage., the slack on the new belts must be taken up. It is very important to verify the tension on a new drive frequently over the first few days by observing the slack side. Adjust the belt according to the normal tension data given in the chart until all signs of stretching have been eliminated. This process must be repeated until all of the stretch has been eliminated. After operating for several days, the belts will seat themselves in the sheave grooves and it may be necessary to readjust the tension so that the drive shows a slight bow on the slack side. Being vigilant at this stage will eliminate early damage and promote longer belt life. It will also improve the mechanical efficiency of the motor, and the driven mechanical equipment, by reducing wear on rotating mechanical components.

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4.2.5 Idler Pulleys

The preferred location for an idler pulley is always on the slack side of the drive (Fig. 4.6). An inside idler imposes less stress on the belt, and should be located near the larger sheave to minimize the reduction in the arc of contact with the smaller sheave or sprocket. If an outside idler is the only option, locate it near the smaller sheave as this enhances the arc of contact with the smaller sheave. It is important that the idler diameter is not inferior to the smallest sheave in the drive. An inside idler decreases the arc of contact on adjacent wheels. An outside idler increases the arc of contact on adjacent wheels.

Fig 4.6: Idler Recommended position

Idlers are occasionally used in the design of conventional V-belt and timing belt drives for various reasons: 1. 2. 3. 4. 5. To provide take-up for fixed center drives. To clear obstructions. To subdue belt whip on long center distance. To maintain tension. To improve a poor design, such as a very small sheave driving a very large sheave.

If at all possible, the use of idlers should be avoided. They either reduce the horsepower rating or shorten belt life. However, as stated earlier, idlers should be located, if at all possible, on the slack side of the drive. This is especially true when spring loaded or weighted idlers are being used, as this keeps the spring force or the weight to a minimum.

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4.2.6 Maintenance
Make V-belt drive inspections on periodic basis. Check belt tension regularly. Never apply belt dressing, as this will damage the belt and cause early failure. They often have a solvent effect upon rubber compounds, which may temporarily increase friction, but does so at the expense of rapid V-belt deterioration. V-belts should be kept clean and free of oil, grease and dust. For outdoor machinery, avoid exposing belts to direct sunlight. Factors affecting ultimate belt life include temperature (an increase in temperature of 10C or 18F can cut longevity by 50%), the power pulse characteristics of the engine, abrasives and chemical contamination, abnormally tight or loose tensioning, worn pulleys, and misalignment. High temperatures are harmful to long V-belt performance. For this reason, avoid tight fitting mounting and safety guards that may obstruct the ventilation openings. The essential factors to watch for when using belts are: keeping them clean, any significant changes in temperature, the humidity level, and the presence of chemical products or fumes. The degree to which these elements are present, directly affects belt life and performance. Many applications require belts with a resistant substance or fabric casing as a protection against acids and solvents.

4.2.7 Belt Storage

Storage conditions have a direct influence on V-belt life. Inadequate storage may cause damage to belts and thus reduce belt life. Storing belts on sheaves saves space and is the best way of storing. Shorter belts may be stacked in single file one on top of the other, while long belts should be folded 3 or 5 times. V-belts should be stored without stress i.e. without tension, pressure or any other form of deformation. Damp storage rooms are unsuitable. This leads to mildew formation which deteriorates the belt's jacket.

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V-belts should be stored in a cool and dry place with temperatures varying from 10 to 20 C. A relative humidity of between 20% - 60% offers the best storage conditions as humidity may cause

a fungus to form on belts. They should also be kept away from direct sunlight or arc welders and high voltage apparatus.

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4.3 Typical Problems 4.3.1 Drive Misalignment

Belt drive misalignment is one of the most common causes of premature belt failure. It reduces belt drive performance and causes uneven wear to one side of the belt. A belt can be damaged in as little as one hour, to a couple of days, if the sheaves or pulleys have been improperly aligned during installation. All drive components should be checked to verify that they are all well-tightened and in place. If the misalignment comes from design, the unit should be revised in order to eliminate the problem. Misalignment may force a belt to roll over in the sheave, or it can throw the entire load onto one side of the belt, thus stretching or breaking the cords. Angular misalignment (Figure 1) results in accelerated belt/sheave wear and potential stability problems in single groove V-belt drives. If the same problem occurs with a multiple groove pulley, unequal load sharing results to each belt and leads to premature failure.

4.3.2 Sheave Cracked in Hub

When mounting a bushing by tightening the screws, excessive torque can crack the sheave as a result of too much pressure against the hub. Never allow the sheave to be drawn into contact with the flange of the bushing, and never lubricate the bushing or the sheave (lubrication can increase the lateral forces up to seven times with the same torque values on cap screws).

Fig 4.7: Excessive torque - High pressure against the hub

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4.3.3 Vibrations

Fig 4.8: High level of vibration

Vibrations are the most serious problem that can develop with a drive design. There are two reasons as to why this is such a difficult problem: First of all, the cause of the problem is very tricky to discover, as all of the mechanism components could be the source of the vibrations. Secondly, vibrations involve the entire drive design; the problem is thus not limited to the sheave or belt, which are easily replaced. Step One involves finding the main source of vibrations is the entire design out of balance? Is the design inaccurate as far as the choice of components is concerned? Has there occurred a mechanical breaking of a part, etc.? The second step is to apply the required corrections. However, if the designer has to deal with a high level of vibration, then the use of specialized components should be considered (rolling joint, coupling, etc.).

4.3.4 Over Tension

Over belt tension results in accelerated wear of the shaft bearings. The solution is to reduce the center distance to lower the tension, as discussed in Section 4.2.4.
Fig 4.9: High tension Overload bearings

4.3.5 High Ratio with Short Center to Center Distance

In order to increase the arc of contact on a drive designed with a high ratio, it will be necessary to install an idler pulley. This tensioning device, as mentioned, should be installed on the slack side.
Fig 4.10: Increase the arc of contact
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4.4 Couplings
(catalogue p.30)

Couplings are a very practical device designed to transmit mechanical power from one shaft to another shaft by connecting them together, but they are also designed to accomplish several other tasks. There are more than fifty types of mechanical shaft couplings used in different industrial applications, and they can be divided into three main categories: (1) flexible, (2) rigid and (3) universal joints.

(1)

(2)

(3)

Fig 4.11: Industrial couplings

Rigid couplings are used to connect shafts that are precisely aligned, whereas flexible couplings and U-joints accommodate varying degrees of misalignment between shafts. U-joints are used with applications where power must be transmitted from an input shaft that is situated at a certain angle to the output shaft In many applications couplings may be able to accommodate misalignment and dampen vibrations or shock load. For this reason, most industrial applications use flexible couplings, rather than the rigid types, because of these multiple practical functions.

4.4.1 Flexible Coupling Types

Initially, flexible couplings were divided into two types : non-lubricated and lubricated. The nonlubricated model is fabricated for the most part from elastomeric or plastic and the metallic parts require lubrication. 1. Non-lubricated -Disc -Elastomeric Lubricated -Grid (spring) -Gear

2.

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The most commonly used couplings are those that allow for the greatest flexibility (minor shaft misalignment and axial capacity) while producing the lowest external loads on equipment. The type of coupling selected depends on each ones capacities and characteristics with regards to each applications needs. The most important characteristics taken into consideration are often the power and speed capabilities. Several parameters must be considered in order to make the best coupling(s) choice: 1. 2. 3. 4. 5. 6. 7. Type of prime mover and load characteristics Shaft diameters and key sizes or spline configuration Horsepower rating of the equipment to be coupled Maximum operating speed Maximum operating misalignment Clearance limitations Ambient conditions

Metallic types are best suited to applications that require or permit: Torsional stiffness Operation in relatively high ambient temperatures and/or presence of certain oils or chemicals; Electric motor drive only (metallic types are not generally recommended for gas/diesel engine drives); Relatively constant, low-inertia loads (generally not recommended for driving reciprocal pumps, compressors, and other pulsating machinery)

Elastomeric types are best suited to applications that require or permit: Torsional softness (absorbs shock and vibration, improved tolerance of engine drive and pulsating or relatively high-inertia loads) Greater radial softness (allows more angular misalignment between shafts, puts less reactionary or side load on bearings and bushings) Lighter weight/lower cost, in terms of torque capacity relative to maximum bore capacity Smoother and quieter

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4.4.2 Shaft Misalignment

There are four types of shaft misalignment: parallel, end float, angular and torsional deflection.

Parallel Offset Misalignment

Shaft center lines are parallel and do not meet.

End Float
Shaft floats or experiences longitudinal movement.

Angular Misalignment
Shaft center lines meet at an angle.

Torsional Deflection
Twisting load around shaft; one shaft moves slightly ahead of the other one.

Damping vibration

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Also, some types of flexible couplings dampen vibrations and reduce noise.

4.4.3 Elastomeric Element Couplings

Elastomeric couplings transmit torque between two shafts by means of an elastomeric material. (natural rubber, urethane, etc.). These flexible elements may be primarily stressed in tension, compression, shear or any combination of stresses. The Maskaflex coupling uses shear stress and generally produces lower shaft loads when subjected to parallel offset misalignment because it is tortionally softer.

Elastomeric Coupling Alternatives

Compression-type couplings generally offer two advantages over shear types. First, because elastomeric couplings have a higher load capacity in compression than shear, compression types can transmit higher torque and tolerate greater overload. Second, they offer a greater degree of torsional stiffness, with some designs approaching the positive-displacement stiffness of metallic couplings. Shear-type couplings in turn offer two general advantages over compression types. First, they accommodate more parallel and angular offset, while inducing less reactionary bearing load. This makes them especially appropriate where shafts may be relatively thin and susceptible to bending. Second, they offer a greater degree of torsional softness, which in some cases provides greater protection against the destructive effects of torsional vibration. The Maskflex coupling shown here is a shear-type coupling. The MASKAFLEX coupling is an elastomeric coupling composed of two flanges. This coupling has a flexible rubber tire with tension-member cords, such as nylon, that carry the load. These cords are vulcanized into the tire shape. This model is also called a tire coupling, named after its resemblance to a car tire.

Fig 4.12: Maskaflex coupling

The two flange hubs are equipped with clamping plates, which grip the tire shaped element by its inner rims. The tire coupling is torsionally soft and can damp vibrations. High radial softness accommodates angular misalignment up to 4 degrees and parallel offset up to 1/8". This unique

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elastomeric coupling has the capability to allow up to of axial shaft movement. These properties cover a wide variety of applications, such as those using internal combustion engines. Design variations are available, including an inverted tire coupling in which the tire element arcs inward toward the axis that has been designed for higher RPM service. MASKAFLEX coupling tires are manufactured from; Standard (Natural Rubber): This unit is designed for temperatures between 42C and +82C.

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