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CONBOR coupling

CONBOR coupling introduction

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 metal tube materials. Nickel tubes are produced by 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 allows control over the precision of the bellows wall thickness and can achieve thinner walls than bellows made by other methods. This thin-walled bellows gives the coupling high sensitivity and rapid response, making it ideal for applications in extremely small and precise instruments.

CONBOR coupling structure composition

Coupling structure: The input end features a clamping collar structure, generating preload through clamping screws to rigidly connect the power input shaft with the clamping collar. The output end features a taper lock structure, preloading the cone via taper lock screws to expand the taper lock bushing, fitting it into the inner bore of the power output shaft to form a unified connection. The center features a bellows structure, with both ends of the bellows adhesively bonded to the input and output ends.

CONBOR coupling troubleshooting

As known from the coupling structure, the coupling transmits power to the power output shaft (gearbox shaft) via taper lock expansion, and to the power input shaft via clamping collar clamping. The coupling's clamping end and taper lock end transmit power through the bellows, which is connected to the taper lock end and clamping collar via adhesive bonding. The fault location is at the clamping collar and bellows. Two pre-deformation slots are machined radially on the clamping collar, with a slot width of 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 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, eliminating the clearance between the bore and shaft through deformation of the clamping collar to achieve clamping. As seen from the cross-sectional view, during clamping, due to the presence of the two pre-deformation slots, the cross-section at this location is weaker, and deformation primarily occurs at the two pre-deformation slots. The pre-deformation slot on the side with the clamping screw has the smallest cross-sectional area, making it the weakest point. Permanent figure-eight deformation marks at its end indicate that the stress at this location during clamping is significant, exceeding the yield limit of 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 adhesive interface of the pre-deformation slot on the clamping screw side is 164Mpa, with a deformation magnitude of 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 adhesive interface during manufacturing, micro-cracks will first form at defective areas within the region of maximum stress on the coupling's adhesive interface when the alternating stress exceeds the bonding strength, forming fatigue sources. Due to stress concentration at the crack tips, cracks gradually propagate with increasing stress cycles and prolonged exposure to constant stress. As the cracks spread, the adhesive interface is progressively weakened, leading to fatigue failure when the cracks reach a certain size. The coupling functioned normally during initial tests, but as usage time extended, cracks gradually propagated, causing coupling failure even under low loads. The presence of stress at the adhesive joint is a potential hidden cause of failure. To avoid generating high stress when the coupling clamping collar is clamped, annular grooves are generally cut into the clamping collar for stress relief.

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