Germany STOEFFL RUDOLF coupling STOEFFL RUDOLF model STOEFFL RUDOLF price

STOEFFL RUDOLF couplings consist of components such as an internal gear ring with the same number of teeth and flanged half-couplings with external teeth. External teeth are divided into two tooth profiles: straight teeth and crowned teeth. Crowned teeth refer to external teeth machined into a spherical surface, with the center of the sphere on the gear axis. The backlash is larger than that of general gears. Crowned tooth couplings allow greater angular misalignment (compared to straight-tooth couplings), improve tooth contact conditions, increase torque transmission capacity, and extend service life. When gear couplings are in operation, relative displacement occurs between the two shafts, and the tooth surfaces of the internal and external gears periodically slide axially relative to each other, inevitably causing tooth surface wear and power loss. Therefore, gear couplings must operate under good lubrication and sealing conditions.

STOEFFL RUDOLF coupling introduction

They are divided into two main categories: convex and concave. Convex types are further divided into three types: bonded integral type, non-bonded integral type, and radial slit type. Their common feature is that the tire ring is connected to the two half-couplings with bolts to achieve the connection of the two shafts. The inner side of the tire ring is vulcanized and bonded to the steel skeleton. Nuts are welded at the bolt holes on the skeleton. During assembly, bolts are used to connect to the flanges of the two half-couplings. Torque is transmitted by the friction generated between the tire and the flange end face 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.

STOEFFL RUDOLF coupling imbalance 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 (mode shape), known as rotor imbalance. This imbalance inevitably causes vibration in the shaft system, affecting the normal operation and service life of the machine, so it must be taken seriously. To correct or minimize the imbalance of tire couplings, an appropriate balance grade should be selected as needed. After product manufacturing and installation on the machine, 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 simply balancing. The degree of imbalance (imbalance 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, known as the mass-radius product. It can also be expressed as the mass-radius product per unit mass, known as 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 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 based on e.

STOEFFL RUDOLF coupling maintenance

1) For jaw couplings, listen for abnormal sounds, or manually rotate the two half-couplings to check for excessive circumferential play. If present, the jaw rubber ring may be damaged; alternatively, 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 half-couplings 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 lubrication conditions. 4) For gear couplings, inspect the tooth profile using calipers, span micrometers, or templates. If tooth thickness wear exceeds 5~30% of the original tooth thickness, replace the component; for running mechanism gear couplings, the limit 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 promptly. 6) If the fit between the half-coupling or gear coupling sleeve and the shaft does not meet drawing requirements, or if there are significant scratches on the shaft due to key loosening, repair promptly. Generally, only the coupling or sleeve is repaired; shaft repair is not permitted to prevent shaft breakage accidents. 7) Lubricate couplings requiring lubrication regularly. Slider couplings, universal joints, chain couplings, etc., all require regular oiling and lubrication. Our company uses universal joints extensively, especially in the packaging workshop.

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