German StS Coupling coupling, StS Coupling model, StS Coupling price

StS Coupling couplings contain an elastic compound with pre-compressed rubber, providing additional strength and extending service life. This coupling accommodates all types of misalignment. The hub material is high-strength aluminum alloy, which is lightweight and corrosion-resistant. The rubber component is primarily used for vibration damping, ensuring smooth and quiet power transmission, thereby protecting the drive source and driven machinery. Installation is simple; since the rubber part is a split insert, it can be installed by insertion after shaft alignment. Elastic couplings use parallel or spiral slit systems to accommodate various misalignments and transmit torque precisely. Elastic couplings typically offer good performance and price advantages, making them the preferred choice in many practical applications of stepper and servo systems. The one-piece design enables elastic couplings to achieve zero-backlash torque transmission and maintenance-free operation. Elastic couplings mainly consist of two basic series: spiral slit type and parallel slit type.

StS Coupling coupling introduction

It consists of two hubs and a thin-walled metal tube, connected by welding or bonding. Although many other materials are available, stainless steel and nickel are the most commonly used metals for the tube. Nickel tubes are produced via electrodeposition. This method first involves machining a solid mandrel into a corrugated shape, electroplating nickel onto the mandrel, and then chemically dissolving the mandrel to obtain a nickel bellows. This method controls the precision of the bellows wall thickness and allows for thinner walls than those produced by other methods. These thin-walled bellows give the coupling high sensitivity and rapid response, making it ideal for applications in extremely small and precise instruments.

StS Coupling coupling structure composition

The input end of the coupling structure features a clamping collar design, where clamping screws generate preload to rigidly connect the power input shaft with the clamping collar. The output end features a taper-lock design, where tightening screws preload a cone, causing the locking sleeve to expand and fit with the inner bore of the power output shaft, forming a unified connection. The center features a bellows structure, with both ends of the bellows bonded and rigidly connected to the input and output ends.

StS Coupling coupling troubleshooting

As evident from the coupling structure, the coupling transmits power to the power output shaft (gearbox shaft) via a taper-lock expansion fit, and to the power input shaft via a clamping collar. Power is transmitted between the clamping end and the taper-lock end of the coupling through the bellows, which is bonded to the taper-lock end and the clamping collar. The fault location is at the clamping collar and the bellows. Two pre-deformation slots are machined radially into the clamping collar. The slot width is approximately 2mm. On the side with the clamping screw, the slot is through in the diametrical direction but not fully open in the depth direction at the junction with the bellows, featuring a beveled cross-section. The other slot is not open radially, but its longitudinal section at the junction with the bellows is also not fully open, featuring a beveled cross-section. During clamping, the clamping screws are tightened to the specified value using a torque wrench. Deformation of the clamping collar eliminates the clearance between the hole and the shaft to achieve clamping. As shown in the cross-sectional view, due to the presence of the two pre-deformation slots, the cross-section at this location is weaker, and deformation occurs mainly at these slots. The pre-deformation slot on the side with the clamping screw has the smallest cross-sectional area and is the weakest point. Permanent figure-eight deformation marks at its end indicate that the stress in this area during clamping is significant, exceeding the yield limit of the super-hard aluminum. According to the stress distribution diagram, once the bevel gear box and main gearbox are assembled and clamped, the stress value at the bonded surface of the pre-deformation slot on the clamping screw side is 164Mpa, and the deformation magnitude is 0.027mm. During launcher operation, the coupling is subjected to alternating composite stresses, resulting in even greater stress and deformation at this location. If minor defects such as voids, inclusions, or blemishes exist at the bonded surface during manufacturing, micro-cracks will first form at defective areas within the region of maximum stress on the coupling's bonded surface when the alternating stress exceeds the bonding strength, creating a fatigue source. Due to stress concentration at the crack tip, the crack gradually propagates with increasing stress cycles and prolonged exposure to constant stress. As the crack spreads, the bonded surface is progressively weakened. When the crack reaches a certain size, fatigue failure occurs. The coupling functions normally during initial testing, but as usage time increases, cracks gradually propagate, leading to coupling failure even under low loads. The presence of stress at the bonded joint is a potential hidden cause of failure. To avoid generating high stress when the coupling clamping collar is tightened, annular grooves are generally cut into the clamping collar for stress relief.

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