Product Description

GIICLZ drum gear coupling

GIICLZ drum-shaped gear coupling has the relative offset performance of 2 axes compensated in a certain angle direction, and works long distance with the middle axle. It is suitable for connecting horizontal 2 coaxial lines with a certain angular displacement of the transmission shafting.

·Features
1.Small radial dimension and large bearing capacity are commonly used in shafting transmission under low speed and heavy load conditions.
2.Under the same outer diameter of the inner gear sleeve and the maximum outer diameter of the coupling, the load-carrying capacity of the drum-shaped gear coupling is 15-20% higher than that of the straight-tooth coupling on average.
3.It can compensate the relative offset of 2 axes in a certain angle and work long distance with the middle axle.
4.It is suitable for connecting horizontal 2 coaxial axes and driving shafting with a certain angle displacement.

·GIICLZ Drum Gear Coupling Main Dimension And Parameter(JB/T8854.1-2001)

Type	Nominal torque (kn·m)	Allow speed (R/min)	Shaft hole diameter		Shaft hole length		D	D1	D2	D3	C	H	A	B	e	Rotary inertia Kg.m2	Weight
			d1	d2	Y	J1type
GIICLZ1	0.4	4000	30	35	82	60	103	71	71	50	8	2	18	38	38	0.005	4.1
GIICLZ2	0.71	4000	25	28	62	44	115	83	83	60	8	2	21	44	42	0.00625	4.8
GIICLZ3	1.12	4000	25	28	62	44	127	95	95	75	8	2	22	45	42	0.011	7.8
GIICLZ4	1.8	4000	63	65	142	107	149	116	116	90	8	2	24.5	49	42	0.039	16.5
GIICLZ5	3.15	4000	63	65	142	107	167	134	134	105	10	2.5	27.5	54	42	0.5175	23.1
GIICLZ6	5	4000	80	85	172	132	187	187	187	153	10	2.5	28	55	42	0.10425	35.4
GIICLZ7	7.1	3750	100	105	212	167	204	170	170	140	10	2.5	30	59	42	0.1898	54.3
GIICLZ8	10	3300	100	110	212	167	230	186	186	155	12	3	33.5	71	47	0.297	67.4
GIICLZ9	16	3000	130	135	252	202	256	222	212	180	12	3	34.5	37	47	0.575	104.4
GIICLZ10	22.4	2650	130	145	252	202	287	239	239	200	14	3.5	39	82	47	0.935	133.5
GIICLZ11	35.5	2350	160	170	302	242	325	250	250	235	14	3.5	40.5	85	47	1.625	193
GIICLZ12	50	2100	190	200	325	282	362	286	313	270	16	4.0	44.5	95	49	3.093	290
GIICLZ13	71	1850	200	220	352	282	412	322	350	300	18	4.5	49	104	49	6.34	370
GIICLZ14	112	1650	240	250	470	330	462	420	335	380	22	5.5	86	148	63	8.6	509
GIICLZ15	180	1500	280	285	470	380	512	470	380	380	22	5.5	91	158	63	15.575	740
GIICLZ16	250	1300	280	300	470	380	580	522	430	430	28	7	104.5	177	67	26.35	974
GIICLZ17	355	1200	250	260	410	330	644	582	490	–	28	7	99	182	67	38.825	1110
GIICLZ18	500	1050	340	360	550	450	726	658	540	–	28	8	111	215	75	49.5	1465
GIICLZ19	710	950	340	320	470	380	818	748	630	–	32	8	116	220	75	139.5	2457
GIICLZ20	1000	800	480	500	650	540	928	838	720	–	32	10.5	123.5	235	75	277.25	3793
GIICLZ21	1400	750	480	500	650	540	1571	928	810	–	40	11.5	127.5	245	75	435	4780
GIICLZ22	1800	650	670	680	900	780	1134	1036	915	–	40	13	131	255	75	852.25	7540
GIICLZ23	2500	600	670	710	900	780	1282	1178	1030	–	50	14.5	149.5	290	80	1638.75	11133
GIICLZ24	3550	550	800	850	1000	880	1428	1322	1175	–	50	16.5	158.5	305	80	2976.25	16110
GIICLZ25	4500	460	1000	1040	–	1100	1644	1538	1390	–	50	19	162.5	310	80	7198.25	27797

·Product Show

♦Other Products List

Transmission Machinery  Parts Name	Model
Universal Coupling	WS,WSD,WSP
Cardan Shaft	SWC,SWP,SWZ
Tooth Coupling	CL,CLZ,GCLD,GIICL, GICL,NGCL,GGCL,GCLK
Disc Coupling	JMI,JMIJ,JMII,JMIIJ
High Flexible Coupling	LM
Chain Coupling	GL
Jaw Coupling	LT
Grid Coupling	JS

♦Our Company
Our company supplies different kinds of products. High quality and reasonable price. We stick to the principle of “quality first, service first, continuous improvement and innovation to meet the customers” for the management and “zero defect, zero complaints” as the quality objective. To perfect our service, we provide the products with good quality at the reasonable price.

Welcome to customize products from our factory and please provide your design drawings or contact us if you need other requirements.

♦Our Services
1.Design Services
Our design team has experience in cardan shaft relating to product design and development. If you have any needs for your new product or wish to make further improvements, we are here to offer our support.

2.Product Services
raw materials → Cutting → Forging →Rough machining →Shot blasting →Heat treatment →Testing →Fashioning →Cleaning→ Assembly→Packing→Shipping

3.Samples Procedure
We could develop the sample according to your requirement and amend the sample constantly to meet your need.

4.Research & Development
We usually research the new needs of the market and develop the new model when there is new cars in the market.

5.Quality Control
Every step should be special test by Professional Staff according to the standard of ISO9001 and TS16949.

♦FAQ
Q 1: Are you trading company or manufacturer?
A: We are a professional manufacturer specializing in manufacturing
various series of couplings.

Q 2:Can you do OEM?
Yes, we can. We can do OEM & ODM for all the customers with customized artworks of PDF or AI format.

Q 3:How long is your delivery time?
Generally it is 20-30 days if the goods are not in stock. It is according to quantity.

Q 4: Do you provide samples ? Is it free or extra ?
Yes, we could offer the sample but not for free.Actually we have a very good price principle, when you make the bulk order then cost of sample will be deducted.

Q 5: How long is your warranty?
A: Our Warranty is 12 month under normal circumstance.

Q 6: What is the MOQ?
A:Usually our MOQ is 1pcs.

Q 7: Do you have inspection procedures for coupling ?
A:100% self-inspection before packing.

Q 8: Can I have a visit to your factory before the order?
A: Sure,welcome to visit our factory.

Q 9: What’s your payment?
A:1) T/T. 2) L/C 

♦Contact Us
Web: huadingcoupling
Add: No.1 HangZhou Road,Chengnan park,HangZhou City,ZheJiang Province,China

 

Stiffness and Torsional Vibration of Spline-Couplings

In this paper, we describe some basic characteristics of spline-coupling and examine its torsional vibration behavior. We also explore the effect of spline misalignment on rotor-spline coupling. These results will assist in the design of improved spline-coupling systems for various applications. The results are presented in Table 1.

Stiffness of spline-coupling

The stiffness of a spline-coupling is a function of the meshing force between the splines in a rotor-spline coupling system and the static vibration displacement. The meshing force depends on the coupling parameters such as the transmitting torque and the spline thickness. It increases nonlinearly with the spline thickness.
A simplified spline-coupling model can be used to evaluate the load distribution of splines under vibration and transient loads. The axle spline sleeve is displaced a z-direction and a resistance moment T is applied to the outer face of the sleeve. This simple model can satisfy a wide range of engineering requirements but may suffer from complex loading conditions. Its asymmetric clearance may affect its engagement behavior and stress distribution patterns.
The results of the simulations show that the maximum vibration acceleration in both Figures 10 and 22 was 3.03 g/s. This results indicate that a misalignment in the circumferential direction increases the instantaneous impact. Asymmetry in the coupling geometry is also found in the meshing. The right-side spline’s teeth mesh tightly while those on the left side are misaligned.
Considering the spline-coupling geometry, a semi-analytical model is used to compute stiffness. This model is a simplified form of a classical spline-coupling model, with submatrices defining the shape and stiffness of the joint. As the design clearance is a known value, the stiffness of a spline-coupling system can be analyzed using the same formula.
The results of the simulations also show that the spline-coupling system can be modeled using MASTA, a high-level commercial CAE tool for transmission analysis. In this case, the spline segments were modeled as a series of spline segments with variable stiffness, which was calculated based on the initial gap between spline teeth. Then, the spline segments were modelled as a series of splines of increasing stiffness, accounting for different manufacturing variations. The resulting analysis of the spline-coupling geometry is compared to those of the finite-element approach.
Despite the high stiffness of a spline-coupling system, the contact status of the contact surfaces often changes. In addition, spline coupling affects the lateral vibration and deformation of the rotor. However, stiffness nonlinearity is not well studied in splined rotors because of the lack of a fully analytical model.

Characteristics of spline-coupling

The study of spline-coupling involves a number of design factors. These include weight, materials, and performance requirements. Weight is particularly important in the aeronautics field. Weight is often an issue for design engineers because materials have varying dimensional stability, weight, and durability. Additionally, space constraints and other configuration restrictions may require the use of spline-couplings in certain applications.
The main parameters to consider for any spline-coupling design are the maximum principal stress, the maldistribution factor, and the maximum tooth-bearing stress. The magnitude of each of these parameters must be smaller than or equal to the external spline diameter, in order to provide stability. The outer diameter of the spline must be at least 4 inches larger than the inner diameter of the spline.
Once the physical design is validated, the spline coupling knowledge base is created. This model is pre-programmed and stores the design parameter signals, including performance and manufacturing constraints. It then compares the parameter values to the design rule signals, and constructs a geometric representation of the spline coupling. A visual model is created from the input signals, and can be manipulated by changing different parameters and specifications.
The stiffness of a spline joint is another important parameter for determining the spline-coupling stiffness. The stiffness distribution of the spline joint affects the rotor’s lateral vibration and deformation. A finite element method is a useful technique for obtaining lateral stiffness of spline joints. This method involves many mesh refinements and requires a high computational cost.
The diameter of the spline-coupling must be large enough to transmit the torque. A spline with a larger diameter may have greater torque-transmitting capacity because it has a smaller circumference. However, the larger diameter of a spline is thinner than the shaft, and the latter may be more suitable if the torque is spread over a greater number of teeth.
Spline-couplings are classified according to their tooth profile along the axial and radial directions. The radial and axial tooth profiles affect the component’s behavior and wear damage. Splines with a crowned tooth profile are prone to angular misalignment. Typically, these spline-couplings are oversized to ensure durability and safety.

Stiffness of spline-coupling in torsional vibration analysis

This article presents a general framework for the study of torsional vibration caused by the stiffness of spline-couplings in aero-engines. It is based on a previous study on spline-couplings. It is characterized by the following 3 factors: bending stiffness, total flexibility, and tangential stiffness. The first criterion is the equivalent diameter of external and internal splines. Both the spline-coupling stiffness and the displacement of splines are evaluated by using the derivative of the total flexibility.
The stiffness of a spline joint can vary based on the distribution of load along the spline. Variables affecting the stiffness of spline joints include the torque level, tooth indexing errors, and misalignment. To explore the effects of these variables, an analytical formula is developed. The method is applicable for various kinds of spline joints, such as splines with multiple components.
Despite the difficulty of calculating spline-coupling stiffness, it is possible to model the contact between the teeth of the shaft and the hub using an analytical approach. This approach helps in determining key magnitudes of coupling operation such as contact peak pressures, reaction moments, and angular momentum. This approach allows for accurate results for spline-couplings and is suitable for both torsional vibration and structural vibration analysis.
The stiffness of spline-coupling is commonly assumed to be rigid in dynamic models. However, various dynamic phenomena associated with spline joints must be captured in high-fidelity drivetrain models. To accomplish this, a general analytical stiffness formulation is proposed based on a semi-analytical spline load distribution model. The resulting stiffness matrix contains radial and tilting stiffness values as well as torsional stiffness. The analysis is further simplified with the blockwise inversion method.
It is essential to consider the torsional vibration of a power transmission system before selecting the coupling. An accurate analysis of torsional vibration is crucial for coupling safety. This article also discusses case studies of spline shaft wear and torsionally-induced failures. The discussion will conclude with the development of a robust and efficient method to simulate these problems in real-life scenarios.

Effect of spline misalignment on rotor-spline coupling

In this study, the effect of spline misalignment in rotor-spline coupling is investigated. The stability boundary and mechanism of rotor instability are analyzed. We find that the meshing force of a misaligned spline coupling increases nonlinearly with spline thickness. The results demonstrate that the misalignment is responsible for the instability of the rotor-spline coupling system.
An intentional spline misalignment is introduced to achieve an interference fit and zero backlash condition. This leads to uneven load distribution among the spline teeth. A further spline misalignment of 50um can result in rotor-spline coupling failure. The maximum tensile root stress shifted to the left under this condition.
Positive spline misalignment increases the gear mesh misalignment. Conversely, negative spline misalignment has no effect. The right-handed spline misalignment is opposite to the helix hand. The high contact area is moved from the center to the left side. In both cases, gear mesh is misaligned due to deflection and tilting of the gear under load.
This variation of the tooth surface is measured as the change in clearance in the transverse plain. The radial and axial clearance values are the same, while the difference between the 2 is less. In addition to the frictional force, the axial clearance of the splines is the same, which increases the gear mesh misalignment. Hence, the same procedure can be used to determine the frictional force of a rotor-spline coupling.
Gear mesh misalignment influences spline-rotor coupling performance. This misalignment changes the distribution of the gear mesh and alters contact and bending stresses. Therefore, it is essential to understand the effects of misalignment in spline couplings. Using a simplified system of helical gear pair, Hong et al. examined the load distribution along the tooth interface of the spline. This misalignment caused the flank contact pattern to change. The misaligned teeth exhibited deflection under load and developed a tilting moment on the gear.
The effect of spline misalignment in rotor-spline couplings is minimized by using a mechanism that reduces backlash. The mechanism comprises cooperably splined male and female members. One member is formed by 2 coaxially aligned splined segments with end surfaces shaped to engage in sliding relationship. The connecting device applies axial loads to these segments, causing them to rotate relative to 1 another.