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Advantages and disadvantages of UL tire couplings

UL type tire coupling is a kind of high elastic coupling, its appearance is like a tire, with good damping buffer and shaft offset compensation performance, working temperature -20~80 degrees Celsius, 10~20000N.M, suitable for wet, dusty, impact, vibration, positive and negative variable and frequent starting working conditions, and easy to disassemble. Because the elastic component is a whole tire body, easy to disassemble and maintain, no lubrication, durability and reliability.

UL type tyre coupling

Analysis of advantages and disadvantages of UL type tyre coupling:

Tire couplings are divided into convex type and concave type two categories, convex type is divided into three types of skeleton integral, boneless integral and radial incision type. Their common feature is that the tire ring is bolted to the two halves of the coupling to achieve the connection of the two shafts. The inner side of the tire ring is bonded with the steel skeleton by vulcanization method, and the bolt hole on the skeleton is welded with nuts. Assembly bolts and two and a half coupling flange connection, rely on the screw down the bolt to make the friction between the tires and flange end face to transmit torque, tyre ring occur torsional shear deformation at work, so the tyre coupling of high elasticity, the compensation ability of two axes relative displacement is larger, and has a good damping, and simple structure, without lubrication, installation and maintenance are convenient.

The disadvantage of the tire coupling is that the bearing capacity is not high and the size is large. With the increase of the relative torsion Angle of the two axes, the tire shape is twisted and the axial size is slightly reduced, which will produce a large additional axial force on the two axes, so that the bearing load is increased and the life is reduced. When the tire coupling runs at high speed, the centrifugal force on the outer edge of the tire expands outward, which will further increase the additional axial force. Therefore, measures should be taken when installing the coupling, so that the stress direction in the tire is opposite to the stress direction produced when working, in order to offset part of the additional axial force, to achieve the coupling and two bearing work and conditions.