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Статті в журналах з теми "Shaft-hub coupling"
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Croccolo, D., and N. Vincenzi. "Stress concentration factors in compression—fit couplings." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 224, no. 6 (June 1, 2010): 1143–52. http://dx.doi.org/10.1243/09544062jmes1881.
Повний текст джерелаАнотація:
The aim of the present work is to define the maximum stress generated by the coupling of axially symmetric and continuous shafts press-fitted into axially symmetric hubs. The theoretical stresses given by the well-known formulae of the thick-walled cylinders theory are constant on the whole coupling surface, but if the shaft extends beyond the hub there is a stress concentration factor on the boundary zone. This occurrence is confirmed by finite element analyses performed by the authors on several different shaft—hub couplings. The analysed couplings have the shaft extended beyond the hub, the shafts press-fitted into the hubs, and both shafts and hubs loaded by an external pressure and an internal pressure. The stress concentration factors have been calculated in this work and their expressions have been derived as a function of some tensile and geometrical parameters. By combining the thick-walled cylinders theory with the proposed formulae, it is possible to evaluate the maximum stress located at the end of the hub without performing any numerical investigations.
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Croccolo, D., and N. Vincenzi. "A generalized theory for shaft—hub couplings." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 223, no. 10 (June 29, 2009): 2231–39. http://dx.doi.org/10.1243/09544062jmes1437.
Повний текст джерелаАнотація:
The design of compression-fit joints, based on the theory of thick-walled cylinders, is usually referred to shaft—hub couplings carried out between two elements that have an axial symmetric shape. The stress distributions both inside the elements and on the contact surfaces can be defined by the equilibrium and by the compatibility formulae once the total radial interference and the internal and external pressure (the boundary conditions) are known. The complete tensile state of the coupling is defined by two principal stresses: the radial and the hoop tensions. The present article aims at extending the analytic calculation valid for two elements to a number of n elements by means of a sequential solution of the governing equation system. The elements in contact can rotate at a generic angular velocity and can, also, be made of different materials. The overall solution has been derived starting from the hypothesis of the simultaneous presence of axial symmetric geometries and axial symmetric loads. The mathematical model has been verified by comparing the theoretical results with some finite-element analysis calculations performed on the same coupled elements.
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Meeus, Hans, Björn Verrelst, David Moens, Patrick Guillaume, and Dirk Lefeber. "Experimental Study of the Shaft Penetration Factor on the Torsional Dynamic Response of a Drive Train." Machines 6, no. 3 (July 17, 2018): 31. http://dx.doi.org/10.3390/machines6030031.
Повний текст джерелаАнотація:
Typical rotating machinery drive trains are prone to torsional vibrations. Especially those drive trains that comprise one or more couplings which connect the multiple shafts. Since these vibrations rarely produce noise or vibration of the stationary frame, their presence is hardly noticeable. Moreover, unless an expensive torsional-related problem has become obvious, such drive trains are not instrumented with torsional vibration measurement equipment. Excessive levels can easily cause damage or even complete failure of the machine. So, when designing or retrofitting a machine, a comprehensive and detailed numerical torsional vibration analysis is crucial to avoid such problems. However, to accurately calculate the torsional modes, one has to account for the penetration effect of the shaft in the coupling hub, indicated by the shaft penetration factor, on the torsional stiffness calculation. Many guidelines and assumptions have been published for the stiffness calculation, however, its effect on the damping and the dynamic amplification factor are less known. In this paper, the effect of the shaft penetration factor, and hence coupling hub-to-shaft connection, on the dynamic torsional response of the system is determined by an experimental study. More specifically, the damping is of major interest. Accordingly, a novel academic test setup is developed in which several configurations, with each a different shaft penetration factor, are considered. Besides, different amplitude levels, along with both a sweep up and down excitation, are used to identify their effect on the torsional response. The measurement results show a significant influence of the shaft penetration factor on the system’s first torsional mode. By increasing the shaft penetration factor, and thus decreasing the hub-to-shaft interference, a clear eigenfrequency drop along with an equally noticeable damping increase, is witnessed. On the contrary, the influence of the sweep up versus down excitation is less pronounced.
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Lee, Dong-Hyung, Ha-Young Choi, Seok-Jin Kwon, and Jeong-Won Seo. "Optimization of Contact Edge Profile for Minimizing Contact Pressure in a Press-fitted Shaft." MATEC Web of Conferences 165 (2018): 22029. http://dx.doi.org/10.1051/matecconf/201816522029.
Повний текст джерелаАнотація:
In the shrink or press-fitted shafts such as railway axles, the rotor of a steam turbine or coupling, a high-stress concentration takes place in the close of contact edge due to relative slip between shaft and boss in a press-fitted shaft and this is a major cause of fatigue failure of the shaft. The object of this paper is to build a finite element analysis model for analysing press-fitted and bending load condition in a pressfitted assembly and is to propose a hub shape optimization method to minimize a contact pressure in the close of shaft contact edge. Numerical asymmetric-axisymmetric finite element model was developed to predict the contact stress state of the press-fitted shaft. Global optimization method, genetic algorithm, and local optimization method, sequential quadratic programming, was applied to the press-fitted assembly to optimize the hub contact edge geometry. The results showed that the maximum contact pressure with optimized hub shape decreased more than 60% compared to conventional hub shape, the maximum contact stress affecting fatigue life reduced about 47%. In addition, hub shape optimization design could be a useful tool, able to increase the load capabilities of press fits concerning wear and fatigue behaviour.
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Lebedev, Anatoliy T., Roman V. Pavlyuk, Anton V. Zakharin, Pavel A. Lebedev, and Nikolay A. Mar’in. "Research of quality of production of the key connections basic units." Tekhnicheskiy servis mashin, no. 1 (March 1, 2020): 106–12. http://dx.doi.org/10.22314/2618-8287-2020-58-1-106-112.
Повний текст джерелаАнотація:
When considering the work of key connections with broken geometry of the working surfaces of the units, we can observe that often the key is not properly fixed in the groove of the shaft and sleeve and when rotating the coupling, it skews and perceives the transmitted torque unevenly at some point, which is a stress concentrator. (Research purpose) The research purpose is to increase the durability of keyways by preventing failures through quality control of the manufacture of their basic units. (Materials and methods) Authors have noted that the standard keyway has three fitments: "shaft-hub", "shaft-keyway" and "hub-keyway". It was shown that in these couplings the manufacturer provided gaps of various sizes for the convenience of disassembly and assembly of the connection, directly affecting the performance and durability of the connection as a whole. The geometric dimensions of keyway coupling were monitored by contact method using electronic micrometers MCC-25, MCC-50 and MCC-75 to measure the width of the keys and the diameter of the shafts and indicator nutromers NI-18 and NI-50 with an indicator head 1IG for keyways and internal diameters of pulleys. (Results and discussion) It has been revealed that the dispersion of the tolerance fields of the key width coincides with the law of normal distribution. It was found the presence of defects in width in the supplied keys, the value of which reached 15 percent. It was determined that the technical requirements for hardness and roughness corresponded to GOST 23360-78. It was noticed when checking the diametrical dimensions of the coupling "shaft-sleeve" the presence of deviations from the technical conditions, which during assembly can lead to the formation of a large gap in the keyway coupling. (Conclusions) Performed theoretical and experimental studies have allowed to establish the probability of obtaining gaps and tightness in common key coupling.
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Rasyid, Kurniadi, and Tutur Angger Pambudi. "Single-plate Swipe Couplings On Four-wheeled Vehicles." Aptisi Transactions On Technopreneurship (ATT) 2, no. 1 (January 22, 2020): 25–33. http://dx.doi.org/10.34306/att.v2i1.56.
Повний текст джерелаАнотація:
The clutch is an absolutely necessary part of the gasoline cars and the other types where the main drive is obtained from the fuel in the cylinder. The author starts planning this friction coupling with the theory and shifting system of style, then determines the type of clutch plate to be worn, determining the large diameter of the clutch shaft, specifies the thick of the friction plate, the spring reducer, the flywheel connecting Bolt with the flux, the flywheel connecting bolt with the engine shaft, the rivet connector of the friction plate with the spring disc, the rivet of the disc-connector with the sub plate, the rivet of the sub-plate and the spline hub, the rivet of the Cover flux, clutch shaft bearings, bearing holders, as well as heat calculations and age of friction plates. Specifies the type of clutch plate to be worn, determining the large diameter of the clutch shaft, determining the thick of the friction plate, the damper spring, the flywheel connecting Bolt with the flux, flywheel connecting bolt with engine shaft, rivet swipes with friction plate with disc spring, Rivet Connector Spring with sub plate, rivet sub plate rivets with spline hub, rivet fastening rivets with flux cover, clutch shaft bearings, bearing holders, as well as heat calculation and age of friction plates. Single-plate swipes are designed so that they can transmit power/rotation in a rotating or unrotating state. The type of coupling discussed here is the fixed clutch that uses a plate that serves as a medium of friction between the flywheel and the pressing plate. The purpose of writing these planning tasks to meet and complement the course of the machine element, the authors try to plan and discuss the clutch system
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Kelemen, Laszlo, and Jozsef Szente. "Two Mathematical Models for Generation of Crowned Tooth Surface." Scientific World Journal 2014 (2014): 1–6. http://dx.doi.org/10.1155/2014/641091.
Повний текст джерелаАнотація:
Gear couplings are mechanical components to connect shaft ends and eliminate the misalignments. The most important element of the gear coupling is the hub which is an external gear having crowned teeth. The crowned teeth on the hub are typically produced by hobbing. The resulting tooth surface depends on several parameters. It is influenced by the size of the hob and the feed. In this paper two mathematical models of the crowned tooth surface are introduced for the generation of the idealized tooth surfaces. These are the profile-shifting and the two-parameter enveloping methods. Our aim is to compare the obtained crowned tooth profiles for the two examined models and to investigate the results. From our numerical results, it was found that the two profiles show indistinguishable differences.
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Nguyen, Huu Loc, and Vi Phong Lam. "Effects of Nickel Plating on Interference Fit between Medium Carbon Steel and Copper–Zinc Alloy Parts." Metals 13, no. 2 (January 28, 2023): 247. http://dx.doi.org/10.3390/met13020247.
Повний текст джерелаАнотація:
Studies on load capacity enhancement for an interference fit mainly focused on the essential coupling material pair of steel–steel parts. With more complex requirements in technical assemblies, more notable cases of material pairs are applied in interference fits. Hence, it is crucial to highlight the variations across-coupling scenarios in order to identify a workable approach for load capacity augmentation. The goal of this study is to examine how nickel plating affects the interference fit between steel and brass assembly parts. The experiments in this research focus on comparing the load capacity of plated and non-plated specimens by evaluating the extraction force on a compression machine. The fit parameters are measured with a coordinate measuring machine and contact surface profiler. Some microscopic observations are made to confirm the phenomena of this coupling case. The axial extraction tests determined that the plated fits show an increase in axial force limits of around 20% in comparison with the non-plated ones. There are also some significant improvements in the plated shaft surface properties, which reduce the physical adhesions between the shaft and hub. These results confirm the possibility of reusing the plated assembly parts, which gives highly economic and environmental advantages.
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Winters, Jeffrey. "Winding Up." Mechanical Engineering 125, no. 01 (January 1, 2003): 36–39. http://dx.doi.org/10.1115/1.2003-jan-1.
Повний текст джерелаАнотація:
This article reviews today’s wind turbines that are a far cry from the windmills that once reached into the rural sky to pump water for irrigation. A single utility-scale turbine, built from European designs, can provide enough electricity to power more than a thousand homes when the wind is blowing. Wind power is increasingly viewed as an ecologically friendly energy source, without the carbon emissions of fossil fuels or the watershed wrecking force of hydropower. Wind power enthusiasts point out that wind is the fastest-growing source of electricity in the world. In the United States alone, the amount of installed wind power grew by 66 percent in 2001, according to the American Wind Energy Association in Washington. WTC’s two-bladed design makes the most of the lightness the downwind configuration can offer. Each blade is reinforced by a hydraulic piston running from the hub, and the root itself is attached to the rotor shaft by a hinged coupling. The pistons can reposition each blade independently over the course of a single rotor sweep.
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Shenglin, Zhang, Zhu Caichao, Song Chaosheng, Tan Jianjun, and Chen Xu. "Natural characteristic analysis of wind turbine drivetrain considering flexible supporting." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 232, no. 5 (February 7, 2017): 842–56. http://dx.doi.org/10.1177/0954406217692006.
Повний текст джерелаАнотація:
The mechanical system of wind turbine is much complicated and can be divided into the drivetrain and supporting portions. The drivetrain consists of wheel, main shaft, gearbox, generator, etc. and the supporting portion mainly consists of a tower and a cabin. In order to reduce the unit cost of electricity, the capacity and size of wind turbine are increased gradually in the past years. Meanwhile, with the increase of the wind turbine height, the tower actually becomes more flexible as the supporting part. And the influence of the supporting tower flexibility becomes stronger due to the varying wind loads both in magnitude and direction. Using the rigid–flexible coupling multibody dynamic theory, the coupled dynamic model of the wind turbine drive train was developed considering the flexible supporting. Then the natural characteristics of the system were computed and investigated. For the dynamic modeling, the blades, the tower and main shaft were modeled as flexible bodies, while the other components, such as the hub and the gearbox, were modeled as rigid bodies. The potential resonance frequencies of the system were discussed through the Campbell diagram and the modal energy distribution analysis. The results show that the natural frequency of swing mode shapes for the tower was 0.399 Hz and 0.405 Hz. The first natural frequency of drivetrain, which represented a torsional vibration mode, was 1.64 Hz. From the Campbell diagram and the modal energy distribution analysis, resonances would not occur within the normal operating speed range for the drivetrain. And a comparison analysis indicated that the flexible supports would increase the bearing loads along axial direction and radial direction, especially in main shaft and torque arm, but that influence was not obvious at parallel stage. However, to some extent, the flexible supports can decrease the loads fluctuation of drivetrain. Finally, the online vibration experiments were carried out in the wind field. The vibration characteristics of the wind turbine drivetrain were analyzed and the experimental results also compared well with the theoretical dynamic results.
Дисертації з теми "Shaft-hub coupling"
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VINCENZI, NICOLO'. "Studio statico e dinamico di accoppiamenti albero-mozzo, in assenza di assial simmetria." Doctoral thesis, 2009. http://hdl.handle.net/2158/589498.
Повний текст джерелаТези доповідей конференцій з теми "Shaft-hub coupling"
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Kiss, Tibor, Wing-Fai Ng, and Larry D. Mitchell. "A New Shaft Coupling Design for a High-Speed Rotor Wheel." In ASME 1995 Design Engineering Technical Conferences collocated with the ASME 1995 15th International Computers in Engineering Conference and the ASME 1995 9th Annual Engineering Database Symposium. American Society of Mechanical Engineers, 1995. http://dx.doi.org/10.1115/detc1995-0136.
Повний текст джерелаАнотація:
Abstract A high-speed rotor wheel for a wind-tunnel experiment has been designed. The rotor wheel was similar to one in an axial turbine, except that slender bars replaced the blades. The main parameters of the rotor wheel were an outer diameter of 10“, a maximum rotational speed of 24,000 RPM and a maximum transferred torque of 64 lb-ft. Due to the working environment, the rotor had to be designed with high safety margins. The coupling of the rotor wheel with the shaft was found to be the most critical issue, because of the high stress concentration factors associated with the conventional coupling methods. The efforts to reduce the stress concentrations resulted in an advanced coupling design which is the main subject of the present paper. This new design was a special key coupling in which six dowel pins were used for keys. The key slots, now pin-grooves, were placed in bosses on the inner surface of the hub. The hub of the rotor wheel was relatively long, which allowed for applying the coupling near the end faces of the hub, that is, away from the highly loaded centerplane. The long hub resulted in low radial expansion in the coupling region. Therefore, solid contact between the shaft and the hub could be maintained for all working conditions. To develop and verify the design ideas, stress and deformation analyses were carried out using quasi-two-dimensional finite element models. An overall safety factor of 3.7 resulted. The rotor has been built and successfully accelerated over the design speed in a spin test pit.
2
Strozzi, Antonio, Andrea Baldini, Matteo Giacopini, Enrico Bertocchi, and Luca Bertocchi. "Stress Concentrations at the Rounded Edges of a Shaft-Hub Interference Fit Expressed in Terms of a Coefficient Normalizing the Coupling Geometry and the Young’s Modulus Effects." In ASME 2012 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/imece2012-87715.
Повний текст джерелаАнотація:
The elastic stress concentrations developed from the keyless, frictionless, static press-fit of a solid shaft into a hub with bore rounded edges are addressed. Derived from an analytical approach, a normalising parameter Φ is employed that accounts for the combined effects on the hub stress concentration of the fillet radius of the hub bore, the shaft radius, the interference, and the Young’s modulus. Compiled with the aid of Finite Elements, several design charts are presented that report the elastic stress concentrations within the hub versus the normalising parameter Φ. Each curve is valid for prescribed ratios of a) the hub inner radius to the outer radius, and b) the fillet radius to the shaft radius. An approximating expression of ample validity is also presented for a prompt evaluation of the hub stress concentration factor.
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Manikandan, Arumugampillai, and Zeeshan Anwar. "Case Study: Consecutive Failure of Lube Oil Cooler Fans Coupling." In SPE Annual Technical Conference and Exhibition. SPE, 2021. http://dx.doi.org/10.2118/206120-ms.
Повний текст джерелаАнотація:
Abstract Do we analyze on why can even the most reliable turbomachinery are getting failure and stopped? In some cases, it's all about bad installation or design literally. This paper explores the challenges one site had with repeated failure of lube oil fin fan coolers coupling which caused the unit availability of more than 3 months. It outlines the troubleshooting attempts made to remedy this issue, its root cause, and the resulting solution. This issue occurred at a site with a train configuration of motor driven centrifugal compressors. The plant lube oil system has been configured with 3 trains. Each train has been configured with Main electric motor + Vorecon Gearbox + Low Pressure centrifugal compressor + High Pressure centrifugal compressor. Lube oil system of the train has been configured as 2 lube oil coolers and 2 working oil coolers. Lube oil coolers are having fins with air cooler type. Air is supplied by fin fans and each train has 2 lube oil cooler fans and 2 working oil cooler fans. In total site has 3 trains x 4 fin fans so it has 12 fin fan cooler fans. All cooler fans are driven by electric motor which is coupled with gearbox and gear box is connected with cooler fan. During normal operation of working oil cooler fan A- stopped rotation suddenly from normal operation. During investigation, motor shaft was found running freely. No movement was seen on cooler fan. Coupling between motor to gearbox was inspected. Coupling is shear plate coupling. Its spacer flexible element were found broken into several pieces. Further investigation revealed that motor coupling hub was moving free axially back and forth due to clearance between motor shaft to coupling hub internal diameter. Motor side Coupling hub bolt hole was found with loss of material and ovality in shape. Hub locking Allen screw was found in damaged condition. Missing materials were noted and broken shear plate materials were found around coupling guard area. While site team was conducting the investigation on the unit A, similar incident occurred in next unit and other 3 units with 2 days difference between them. During detailed investigation it has been noted that all motor to gear box coupling are shear plates and shear plates were broken. Coupling hub was found loose and coupling hub locking screw was found broken or partial damage.
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Croccolo, D., R. Cuppini, and N. Vincenzi. "The Structural Design of Front Motorbike Suspensions." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-67660.
Повний текст джерелаАнотація:
The fundamental goal of this paper is to provide a methodology useful for the structural design and optimization of front motorbike suspensions. Two different types of shaft-hub couplings are normally used to assembly the whole suspension: (i) an interference-fit coupling (between the fork and the steering pin) and (ii) a clamped joint (between the fork and the leg and between the leg and the wheel pin). Firstly the Design of Experiment method has been applied in order to evaluate the static friction coefficient μll. Secondly a mathematical model, based on the thick-wall cylinder theory, has been developed in order to calculate the tensile state in the fork-pin couplings. Finally other mathematical models have been defined with the aim to calculate the maximum bending stress and the mean coupling pressure generated in the fork-leg and in the wheel-clamp couplings. The research results have been used to realize an innovative software (Leg Design©) that is useful to design and to verify the whole front motorbike suspensions with correct and effective results obtained for different geometries and material combinations.
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Hildebrandt, A. "Aerodynamic Optimisation of a Centrifugal Compressor Return Channel and U-Turn With Genetic Algorithms." In ASME 2011 Turbo Expo: Turbine Technical Conference and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/gt2011-45076.
Повний текст джерелаАнотація:
This paper presents the numerical analysis and aerodynamic optimisation of a return channel system and U-turn for multi stage single shaft centrifugal compressor machinery. An optimisation program is used, based on an OpenSource 3D viscous Navier Stokes Solver and an OpenSource evolutionary optimisation algorithm. The coupling between the Navier Stokes flow solver and the evolutionary algorithm is direct, without any meta-model such as ANN (Artificial Neural Network) or a Kriging model. Two different U-turn geometries — based on two different flow inlet profiles — are optimised, analysed and finally coupled to a return channel blade geometry, which is optimised itself. The optimisation of the return channel blade has been set up in two different ways, once with parallel meridional hub and shroud walls and once with a non-parallel optimised meridional shroud contour line. Results show a reduction of total pressure loss by 3% for the optimised blade shapes compared to a standardised blade shape of constant change of tangential momentum. A significant reduction in pressure loss coefficient from 0.825 to 0.627 could be achieved by the optimisation of the meridional contour lines of the return channel. Furthermore, the effect of non-sufficient cross -sectional area at the return channel trailing edge on the overall performance is presented.