German RINGSPAN coupling RINGSPAN model RINGSPAN price

RINGSPAN coupling is a component that connects the prime mover to the driven machine. Its main function is overload protection. The torque limiter limits the torque transmitted by the drive system by slipping when the required torque exceeds the set value due to overload or mechanical failure. It automatically restores the connection once the overload condition disappears. This prevents mechanical damage and avoids costly downtime losses.

RINGSPAN coupling introduction

Divided into two main categories: convex and concave. Convex types are further divided into three types: integral with skeleton, integral without skeleton, and radial slit type. Their common characteristic is that the tire ring is connected to the two halves of the coupling with bolts to achieve the connection of the two shafts. The inner side of the tire ring is bonded to the steel skeleton by vulcanization. Nuts are welded at the bolt holes on the skeleton. During assembly, bolts are used to connect to the flanges of the two coupling halves. Torque is transmitted by the friction generated between the tire and the flange end faces by tightening the bolts. The tire ring undergoes torsional shear deformation during operation, so tire couplings have high elasticity, large ability to compensate for relative displacement of the two shafts, and good damping. Moreover, the structure is simple, no lubrication is required, and installation, disassembly, and maintenance are relatively convenient.

RINGSPAN coupling unbalance phenomenon

Due to various reasons, the center of mass or principal axis of inertia of a tire coupling does not coincide with its axis of rotation. During operation, this produces unbalanced centrifugal inertial forces, centrifugal inertial couples, and dynamic deflection (vibration mode), known as rotor unbalance. This unbalance inevitably causes vibration in the shaft system, thereby affecting the normal operation and service life of the machine, so it must be taken seriously. To correct or minimize the unbalance of tire couplings, an appropriate balance grade should be selected as needed. After product manufacturing and installation on the machine are completed, balance is achieved on the specified balance (correction) plane of the coupling by adding or removing appropriate mass to meet the balance grade requirements. This process is called balance correction, or balancing for short. The degree of unbalance (unbalance amount U) is usually expressed by the product mr of the rotor mass m and the distance r from the center of mass to the rotor axis of rotation, called the mass-radius product. It can also be expressed by the mass-radius product per unit mass, called eccentricity e (not eccentricity in the geometric sense). The mass-radius product mr is a relative quantity related to rotor mass, while eccentricity e is an absolute quantity independent of rotor mass. The former is more intuitive and is often used for balancing operations on specific given rotors, while the latter is used to evaluate the quality of rotor balance or detect balance precision. The balance grade standard for tire couplings is evaluated according to e.

RINGSPAN coupling maintenance

1) For jaw couplings, judge whether there is abnormal noise by listening, or rotate the two coupling halves by hand to check if there is large circumferential play. If so, the jaw rubber ring may be damaged; or check if the half-coupling is loose on the shaft. 2) For flange couplings, if the connecting bolt holes or pin holes of the two coupling halves are severely worn, the usual method is to machine the holes and fit suitable bolts, or to fill the holes with electric welding and re-machine them. 3) For slider couplings, pay attention to the lubrication condition. 4) For gear couplings, check the tooth profile using calipers, span micrometers, or templates. If tooth thickness wear exceeds 5~30% of the original tooth thickness, it should be replaced; for running mechanism gear couplings, it is 20~30%. 5) Check that the sealing devices, retaining rings, expansion rings, springs, etc., of the gear coupling are not damaged or aged; otherwise, replace them in time. 6) If the fit between the half-coupling and the shaft sleeve of the gear coupling and the shaft does not meet drawing requirements, or if there are large scratches on the shaft due to key loosening, repair it in time. Generally, only the coupling or shaft sleeve is repaired; repairing the shaft is not allowed to prevent shaft breakage accidents. 7) For couplings requiring lubrication, add lubricating oil regularly. Slider couplings, universal couplings, chain couplings, etc., must all be regularly lubricated. Our company uses many universal couplings, especially in the packaging workshop.

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