New TOK Coupling System · 2019. 4. 4. · TOK with CV shaft of extra short design + Extremely short design + CV shaft joint integrated in the coupling + Constant velocity (CV) shaft

Your drive is our strength. Your strength is our drive.

TOK

Coupling SystemHighly Flexible Coupling Shafts

for Test Benches

Editio

n

03-2

018

2 TOKsystem_engl_03-2018. WWW -Kupplungen.com

ContentsPage

General technical description .......................................................................................................3

TOK coupling types ......................................................................................................................4

Special types ................................................................................................................................5

Construction and principle of operation .......................................................................................6

Technical details ...........................................................................................................................7

Coupling selection ........................................................................................................................7

TOK coupling shaft type - S - CV ................................................................................................8

TOK coupling shaft type - B - CS ................................................................................................9

TOK coupling shaft type - S - I ...................................................................................................10

TOK coupling type - S ................................................................................................................11

TOK coupling type - B ................................................................................................................11

Adapter dimension tables ..........................................................................................................12

Assembly and maintenance instructions ...................................................................................13

General .......................................................................................................................................13

Assembly ....................................................................................................................................13

Operation ....................................................................................................................................14

Maintenance and wear inspection .............................................................................................14

Safety precautions .....................................................................................................................14

Details for coupling selection and torsional vibration analysis ...................................................15

Edition March 2018

The present TOK edition renders parts of the previous TOK catalogues obsolete.

All dimensions in millimeters.We reserve the right to change dimensions and / or design details without prior notice.

Proprietary notice pursuant to ISO 16016 to be observed:

The reproduction, distribution and utilization of this document as well as the communication of its contents to others without explicit authori-zation is prohibited. Offenders will be held liable for the payment of damages. All rights reserved in the event of the grant of a patent, utility model or design. © REICH-KUPPLUNGEN

D2C – Designed to Customer

The principle of Designed to Customer describes the recipe for success of REICH-KUPPLUNGEN: Utilizing our product knowledge, our customers are supplied with couplings which are developed and tailor-made to their specifi c requirements. The designs are mainly based on modular components to

provide effective and effi cient customer solutions. The unique form of close cooperation with our partners includes consultation, design, calculation, manufacture and integration into existing environments. Adapting our manufac-turing to customer-specifi c production and utilizing global logistics concepts provides better after sales service - worldwide. This customer-oriented concept applies to both standard products and production in small batch sizes.

The company policy of REICH-KUPPLUNGEN embraces, fi rst and foremost, principles such as customer satisfac-tion, fl exibility, quality, prompt delivery and adaptability to the requirements of our customers.

REICH-KUPPLUNGEN supplies not only a coupling, but a solution: Designed to Customer.

3TOKsystem_engl_03-2018 . WWW -Kupplungen.com

General technical description

Types and sizes

The flexible element is designed to combine high torque transmission capacity with high speed capability. Its torsional stiffness is easily adaptable to the requirements by selecting just the right rubber quality. Bearings or integrated joints support the loads arising from the connection between the drive end and the output end. Cardan shafts, constant velocity (CV) shafts and compact shafts are available as connections which also compensate for misalignments. Adaptive designs are based on the standard DIN or SAE flange connection dimensions, the CV shaft joints and the torque measuring fl anges. The couplings cover a torque range from approx. 100 Nm at 10.000 rpm up to 70.000 Nm at 1.800 rpm.

Test benches are used for a wide variety of applications in power transmission engineering to determine properties of test objects in research, development, manufacturing and quality assurance. The drive train components which are predominantly tested on test benches include, but are not limited to, engines, gearboxes, transmission elements and consumables. Given the multitude of different testing tasks, the specific requirements for couplings on test benches are manifold. The TOK coupling system can be used in almost all test bench applications, and on engine test benches in particular. The broad range of flexible coupling elements, adaptive designs and connection shafts provides standard solutions for a wide variety of different tasks, and these can be complemented by specific customised designs on request.

Essential properties and advantages of the highly fl exible TOK coupling systems:

• Elements available in different torsional stiffnesses

• Suited for highest speeds

• Adaptation to DIN or SAE fl anges or according to specification

• Self-centering, backlash-free and maintenance-free

• Optional reduction of the torsional stiffness through the use of two elements

• Compensation of axial, radial and angular misalignments

• Light-weight construction through the use of high-strength aluminium

• Variable mounting lengths through telescopic intermediate shafts, freely pluggable

• For use up to TKN depending on the application


TOK coupling types

TOK coupling shaft type - S - CV

+ Constant velocity (CV) shaft (one joint)+ Telescopic length and misalignment compensation+ For highest speeds+ Little weight to be supported+ Adapters matched to DIN. SAE or CV+ Adapters for the engine and brake sides

For the dimension tables see page 8; For the technical details see page 7

TOK coupling shaft type - B - CS

+ Cardan shaft with DIN connection+ Telescopic length and misalignment compensation+ Adapters matched to DIN. SAE or CV+ Adapters for the engine and brake sides+ Easy bolting of the cardan shaft by means of stay

bolts and nuts


TOK coupling shaft type - S - I

+ Intermediate shaft, compact design+ Large telescopic length and misalignment

compensation+ Little weight to be supported+ For highest speeds+ Adapters matched to DIN, SAE or CV+ Adapters for the engine and brake sides


TOK coupling type - S

+ Short design+ Integrated spherical bearing for angular

misalignment compensation+ For intermediate shafts similar to S-CV+ For highest speeds+ Little weight to be supported+ Adapter-mounted


TOK coupling type - B

+ Short design with DIN connection on the drive end+ Integrated rolling bearing arrangement+ For highest speeds+ Adapter-mounted CV shaft+ Stay bolts for direct cardan shaft connection


S = spherical bearing B = ball bearing I = intermediate shaft


Special types

TOK compact shaft of extra short design

+ Extremely short design+ Compact connecting fl ange+ Constant velocity (CV) shaft+ Minimum weight to be supported

Technical details and dimensions on request

TOK docking coupling with plug-in shaft

+ Simple construction+ Compact connecting fl ange+ Shaft connection with cone clamping connection.

alternatively with hydraulic clamping bush


TOK docking system shown with ‚H‘ fl anges

+ Easy handling+ Minimised rigging times+ Combinable for different engines+ Short mounting length option+ Large telescopic length option+ For multiple test cells+ Freely pluggable


TOK with CV shaft of extra short design

+ Extremely short design+ CV shaft joint integrated in the coupling+ Constant velocity (CV) shaft+ Compact connecting fl ange+ Shaft connection with hydraulic clamping bush


AC-VSK coupling, heavy-duty type

+ Intermediate coupling for cardan shaft and CV shaft mounting

+ Highly flexible rubber element+ Self-supported+ Friction-damping characteristic+ Robust design

For technical details and dimensions, ask for our separate catalogue


Construction and principle of operation

Component Designation Material

1 Coupling fl ange, output end High-strength aluminium

2

Bearing arrangement

2a Spherical bearing Steel (maintenance-free)

2b Rolling bearing Composite material (maintenance-free)

3

Flexible element

3a Inner sleeve High-strength aluminium / steel

3b Rubber element Rubber according to technical details

3c Outer ring High-strength aluminium / steel

The highly fl exible, torsionally optimised TOK couplings are specifically designed for use on test benches.

Radial and axial loads are supported by the bearing arrangement (2) towards the output end. Low-backlash spherical bearings (2a) exactly centre the drive end and the output end relative to each other in a true running manner. Alternatively, the spherical bearings (TOK-S) can be replaced by an integrated rolling bearing (TOK-B) (2b). The highly fl exible coupling element (3) is designed as a rubber-metal bond between the inner sleeve (3a). the rubber element (3b) and the outer ring (3c).

When torque acts on the drive end, the flexibility of the rubber element enables relative twisting against the output end. Torsional vibrations from the drive are thus efficiently de-coupled from the output end.

Besides the standard types, customised special solutions can also be realised with the TOK coupling system.

2 b - rolling bearing

Components and materials

p p p

1

2 a

3 a

3 b

3 c


Technical Details

Coupling Technical details for 1 coupling element1)

Size

Nominal torque

TKN[Nm]

Maximum torqueTKmax[Nm]

Continuous fa-tigue torque 2)

TKW (10 Hz)w[Nm]

Relative damping

coeffi cientψ-

Dynamic torsion-al stiffness 3) 6)

CTdyn[Nm/rad]

Permissible power loss4 4)

PKV (30°)[W]

Maximum speednmax[rpm]

TOK100 – 135 5) 100 250 60 0.4 135 50 10000

TOK250 - 280 250 625 80 0.4 280 45 10000

TOK350 - 600 350 875 135 0.4 600 60 10000

TOK500 - 1050 500 1250 170 0.4 1050 60 10000

TOK600 - 1150 600 1500 200 0.4 1150 70 10000

TOK700 - 1500 700 1750 230 0.4 1500 70 10000

TOK1000 - 2400 1000 2500 330 0.4 2400 90 10000

TOK1600 - 4800 1600 4000 510 0.4 4800 100 8000

TOK2200 - 5300 2200 5500 690 0.4 5300 180 6000

TOK3400 - 11000 3400 8500 1000 0.4 11000 180 5000

TOK5000 - 11500 5000 12500 1650 0.4 11500 450 5000

TOK8000 – 24000 5) 8000 20000 2500 0.4 24000 500 4000

TOK18000 – 56000 5) 18000 45000 5400 0.4 56000 1000 3500

TOK35000 – 140000 5) 35000 87500 8750 0.4 140000 1000 3000

TOK70000 – 360000 5) 70000 175000 22000 0.4 360000 2500 1800

1) Rubber element versions: HN = 48° Shore A; alternative versions on request

2) Continuous fatigue torque TKW at f = 10 Hz, for other frequencies fx apply for other frequencies fx

3) For 2-rubber-element versions (inline), apply

.

4) Permissible power loss for up to 1 hour

5) Coupling dimensions and details on request

6) The stiffness may deviate by up to 20% due to manufacturing and material tolerances according to DIN 53505.

CTdyn

2

Coupling selection

A safety factor of SM = 1.3 should be applied if the coupling size is preliminary selected according to the continuous engine power to be transmitted. It is recommended to consider the nominal engine drive torque TAN and the maximum coupling torque occurring in service for the layout. The coupling size selection for test bench applications should be verified by a torsional vibration analysis which we will conduct on request. For compiling the details, please use the sheet ‚Details for coupling selection and torsional vibration analysis‘ on the last page.For long test bench shafts, the bending critical speed should also be taken into account. Basically it is the operator’s duty to observe the safety rules and regulations applicable to the specific case of application.

The nominal torque TKN of the coupling should be at least equal to the maximum engine drive torque TAN at any operating temperature and any operating load.The temperature factor St allows for a decreasing load carrying capability of the coupling due to elevated temperatures in the immediate vicinity of the coupling.

The service factor SB is to be determined according to the frequency of the start/stop operations and the occurrence of high accelerations. For standard operations (< 6 x start/stop per hour). a service factor of

SB = 1.1 is adequate. Service factors for higher frequencies on request.

The torsional vibration analysis to verify the coupling selection should confirm that the permissible continuous fatigue torque TKW of the coupling is at least equal to the maximum fatigue torque TW occurring in the operating speed range, whilst taking into account the temperature and frequency.

The frequency factor Sf allows for the frequency dependence of the permissible continuous

fatigue torque TKW (10 Hz) at operating frequency fx. Design solutions for engines with a low number of cylinders (1-. 2- and 3-cylinder engines) on request.

Take care not to continuously operate the system at resonance frequency of the test bench to avoid damage to the coupling, the test objects and the test bench components.

°C 60 70 80 > 80

St 1.25 1.4 1.6 on request

TKN ≥ TAN . St

. SB

TAN [Nm] = 9550 .P [kW] __________ n [rpm] . SM

Sf = √ fx___10

TKW ≥ TW . Sf

. St


/mMOTORSEITE J1 min 1 min /m

DYNOSEITEJ2 2

OPTIONALOPTIONAL

0-0

,15

D11

D3

H7

E A

D2

Z1

= A

nza

hl

D1

D12

~D8

D9

Z2

= A

nza

hl

D10

L1

L2 min ± V

D4

Ordering example: Coupling designation TOK600 - 1150 - S - CV13 - 245 Nominal coupling torque Dynamic torsional stiffness of the coupling Bearing version (S = spherical bearing) Size of the constant velocity shaft Total length of the coupling without adapter (L2)

TOK coupling shaft type - S - CV

TOK

size

L1 L2 min1) D12 CV shaft

joint size

V J1 min m1 min J2 m2

[mm] [mm] [mm] [mm] [kgm2] [kg] [kgm2] [kg]250-280 71 277 50 CV13 11.0 0.0040 2.6 0.0100 3.8350-600 64 231 50 CV13 11.0 0.0043 2.4 0.0070 3.4500-1050 73 240 50 CV13 11.0 0.0060 2.4 0.0180 5.3600-1150 78 245 50 CV13 11.0 0.0062 2.4 0.0180 5.3700-1500 86 253 50 CV13 11.0 0.0065 2.5 0.0190 5.51000-2400 85 255 60 CV15 8.0 0.0120 3.2 0.0260 6.61600-4800 86 264 70 CV21 12.0 0.0260 5.1 0.0500 9.32200-5300 99 277 70 CV21 12.0 0.0370 5.2 0.0960 14.03400-11000 100 348 90 CV30 12.5 0.0920 8.4 0.2100 23.05000-11500 130 415 100 CV32 12.5 0.1800 13.0 0.6300 35.0

Dimensions, drive end and output end

CVTOK

sizeD8 D9 Z2 D11 D10 E D1 D2 Z1 D4 D3 A

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]250-280 103 86.0 6 M8 67.5 15 182 170.0 12 M6 90 3350-600 103 86.0 6 M8 67.5 15 168 156.0 12 M6 90 3

500-1050 103 86.0 6 M8 67.5 15 202 187.0 12 M8 90 3600-1150 103 86.0 6 M8 67.5 15 202 187.0 12 M8 90 3700-1500 103 86.0 6 M8 67.5 15 202 187.0 12 M8 90 31000-2400 111 94.0 6 M10 81.0 16 228 210.0 12 M8 90 31600-4800 131 108.0 6 M12 90.0 20 269 252.0 12 M8 90 32200-5300 131 108.0 6 M12 90.0 20 305 286.0 12 M8 90 33400-11000 150 128.0 6 M12 112.0 25 373 345.0 12 M12 90 35000-11500 188 155.5 6 M16 136.0 26 472 438.2 16 M12 140 3

Coupling dimensions

Coupling details

1) Alternative lengths on request

for the standard adapter dimensions see page 12OPTIONAL

ENGINE SIDE DYNO SIDE

num

ber

num

ber

OPTIONAL


/ mMOTORSEITE J 1 min 1 min

DYNOSEITEJ2/ m2

2

1

2

1

OPTIONAL OPTIONAL

mGW

Z-Anordnung

W-Anordnung

D2

Z1

= A

nza

hl

D3

H7

D1

L1

L2 min + Vmin

D9

Z2

= A

nza

hl

L3D

10 H

7

G

D8

D12

D11

D4

A

TOK

size

L1 L2 min 1) 2) L3 D12 V min

2) J1 min 2) m1

2) J2 m2 2) nmax

3)

[mm] [mm] [mm] [mm] [mm] [kgm2] [kg] [kgm2] [kg] [rpm]250-280 92 325 7 50 17 0.0053 2.0 0.0100 6.4 7000350-600 64 297 6 50 17 0.0046 1.9 0.0070 5.5 7000

500-1050 73 336 7 50 22 0.0086 2.5 0.0180 8.5 7000600-1150 78 341 7 50 22 0.0090 2.5 0.0190 8.8 7000700-1500 86 349 7 50 22 0.0100 2.5 0.0190 9.6 7000

1000-2400 82 435 9 70 27 0.0260 5.6 0.0250 15.0 55001600-4800 86 454 10 80 32 0.0590 7.8 0.0510 22.0 45002200-5300 99 507 12 90 42 0.0980 10.0 0.0970 30.0 4000

3400-11000 100 578 14 110 47 0.2500 18.0 0.2100 51.0 25005000-11500 140 618 14 110 47 0.3800 18.0 0.7600 77.0 2300


DIN connectionTOK

sizeD8 D9 Z2 D11 D10 G D1 D2 Z1 D4 D3 A

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]250-280 100 84.0 6 M8 57 2.5 182 170.0 12 M6 90 3

350-600 90 74.5 4 M8 47 2.5 168 156.0 12 M6 90 3

500-1050 100 84.0 6 M8 57 2.5 202 187.0 12 M8 90 3

600-1150 100 84.0 6 M8 57 2.5 202 187.0 12 M8 90 3

700-1500 100 84.0 6 M8 57 2.5 202 187.0 12 M8 90 3

1000-2400 120 101.5 8 M10 75 2.5 228 210.0 12 M8 90 3

1600-4800 150 130.0 8 M12 90 3.0 269 252.0 12 M8 90 3

2200-5300 150 130.0 8 M12 90 3.0 305 286.0 12 M8 90 3

3400-11000 180 155.5 8 M16 110 3.6 373 345.0 12 M12 90 3

5000-11500 180 155.5 10 M16 110 3.6 472 438.2 16 M12 140 3

Ordering example: Coupling designation TOK600 - 1150 - B - CS100 - 333 - V30 Nominal coupling torque Dynamic torsional stiffness of the coupling Bearing version (B = rolling bearing) DIN connection of the cardan shaft Total length of the coupling without adapter (L2) Telescopic length of the coupling

1) Alternative lengths/telescopic lengths on request 2) Shortest mounting length which can be pushed together by at least another 8 mm.3) The maximum speed exclusively applies to the design as shown. For the speed reduction for other cardan shafts, see page 12. Alignment β1 and β2 ≤ 1°. GW with a balance quality of G6.3 according to ISO 1940.

TOK coupling shaft type - B - CS

Coupling dimensions

Coupling details

for the standard adapter dimensions see page 12

OPTIONAL


num

ber

num

ber

OPTIONAL


MOTORSEITE J1/ m1

DYNOSEITEJ3/ m3

OPTIONAL

OPTIONAL

J2 min

D3

H7

A

L1

D1

D2

Z1

= A

nza

hl

D3

H7

L1

A

D12

D1

D2

Z1

= A

nza

hl

D4

D4

L2 min + Vmin

OPTIONAL

Ordering example: Coupling designation: TOK600 - 675 - S - I - 376 - V40 Nominal coupling torque Dynamic torsional stiffness of the coupling Bearing version (S = spherical bearing) Telescopic intermediate shaft Total length of the coupling without adapter (L2) Telescopic length of the coupling

TOK

size

L1 L2 min1) D12 V min

1) J1 min m12) J2

2) J3 m32)

[mm] [mm] 2) [mm] [mm] [kgm2] [kg] [kgm2] [kgm2] [kg]250-140 71 320 40 32 0.0100 3.6 0.0020 0.0100 3.7350-300 64 328 40 32 0.0007 3.4 0.0028 0.0070 3.6500-525 73 374 50 32 0.0180 5.5 0.0065 0.0180 5.8600-575 78 384 50 32 0.0180 5.5 0.0069 0.0180 6.0700-750 86 400 50 32 0.0190 6.0 0.0076 0.0190 6.3

1000-1200 85 448 70 32 0.0260 7.9 0.0160 0.0260 8.91600-2400 86 450 80 32 0.0500 11.0 0.0340 0.0500 12.02200-2650 99 596 90 32 0.0960 17.0 0.0610 0.0960 19.03400-5500 100 558 100 32 0.2100 25.0 0.1500 0.2100 27.05000-5750 130 618 110 32 0.6300 39.0 0.2700 0.6300 42.0


TOK D1 D2 Z1 D4 D3 A

size [mm] [mm] [mm] [mm]250-140 182 170.0 12 M6 90 3350-300 168 156.0 12 M6 90 3500-525 202 187.0 12 M8 90 3600-575 202 187.0 12 M8 90 3700-750 202 187.0 12 M8 90 3

1000-1200 228 210.0 12 M8 90 31600-2400 269 252.0 12 M8 90 32200-2650 305 286.0 12 M8 90 33400-5500 373 345.0 12 M12 90 35000-5750 472 438.2 16 M12 140 3

TOK coupling shaft type - S - I

Coupling dimensions

for the standard adapter dimensions see page 12

Coupling details

1) Alternative lengths/telescopic lengths on request 2) Shortest mounting length

num

ber

num

ber

OPTIONAL



TOK coupling type - S

TOK coupling type - B

TOK

size

L1 L3 L4 A Bmin J1 J2 m

[mm] [mm] [mm] [mm] [mm] [kgm2] [kgm2] [kg]250-280 71 9 23 3 5 0.0007 0.0100 2.8350-600 64 10 26 3 5 0.0010 0.0073 2.6

500-1050 73 10 32 3 5 0.0021 0.0180 4.1600-1150 78 10 32 3 5 0.0022 0.0180 4.2700-1500 86 12 32 3 5 0.0025 0.0190 4.5

1000-2400 85 12 30 3 5 0.0042 0.0270 5.01600-4800 86 16 34 3 5 0.0120 0.0500 7.02200-5300 99 16 34 3 5 0.0200 0.0970 11.03400-11000 100 20 44 3 5 0.0530 0.2100 17.05000-11500 130 30 50 3 5 0.1000 0.6300 29.0

Coupling details, type - S

Coupling details, type - B

Coupling dimensions, drive end and output end, type - S

Coupling dimensions, drive end and output end, type - B

TOK

size

D5 Z3 D7 D6 D1 D2 Z1 D4 D3

[mm] [mm] [mm] [mm] [mm]250-280 56.0 12 M6 43 182 170.0 12 M6 90350-600 66.0 8 M8 53 168 156.0 12 M6 90

500-1050 84.0 12 M8 71 202 187.0 12 M8 90600-1150 84.0 12 M8 71 202 187.0 12 M8 90700-1500 84.0 12 M8 71 202 187.0 12 M8 901000-2400 101.5 12 M10 75 228 210.0 12 M8 901600-4800 108.0 12 M12 85 269 252.0 12 M8 902200-5300 130.0 12 M12 104 305 286.0 12 M8 903400-11000 155.5 10 M16 110 373 345.0 12 M12 905000-11500 155.5 14 M16 110 472 438.2 16 M12 140

Ordering example: TOK600-1150-S

Ordering example: TOK600-1150-B

TOK

size

L1 L3 L3* L4 L4* A C J1 J2 m

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [kgm2] [kgm2] [kg]250-280 92 9 - 23 - 3 2.0 0.0024 0.0100 4.4350-600 64 35 35.0 47 47 3 2.0 0.0022 0.0070 3.6500-1050 73 33.9 30.3 47 55 3 2.0 0.0044 0.0180 5.8600-1150 78 33.9 30.3 47 48 3 2.0 0.0048 0.0190 6.1700-1500 86 33.9 30.3 47 48 3 2.0 0.0060 0.0190 6.9

1000-2400 82 30.3 - 48 - 3 2.0 0.0110 0.0250 8.71600-4800 86 37.4 - 56 - 3 2.5 0.0320 0.0510 14.02200-5300 99 35.3 33.5 58 58 3 2.5 0.0590 0.0970 20.0

3400-11000 100 39.9 - 66 - 3 3.0 0.1500 0.2100 32.05000-11500 140 39.9 - 65 - 3 3.0 0.2800 0.7600 58.0

TOK

size

D5 D5* Z3 Z3* D7 D7* D6 D1 D2 Z1 D4 D3

[mm] [mm] [mm] [mm] [mm] [mm]250-280 84.0 - 6 - M8 - 57 182 170.0 12 M6 90350-600 74.5 74.5 4 4 M8 M8 47 168 156.0 12 M6 90500-1050 84.0 84.0 6 6 M8 M10 57 202 187.0 12 M8 90600-1150 84.0 84.0 6 6 M8 M10 57 202 187.0 12 M8 90700-1500 84.0 84.0 6 6 M8 M10 57 202 187.0 12 M8 901000-2400 101.5 - 8 - M10 - 75 228 210.0 12 M8 901600-4800 130.0 - 8 - M12 - 90 269 252.0 12 M8 902200-5300 130.0 130.0 8 8 M12 M14 90 305 286.0 12 M8 903400-11000 155.5 - 8 - M16 - 110 373 345.0 12 M12 905000-11500 155.5 - 10 - M16 - 110 472 438.2 16 M12 140

For the permissible speeds and attached weights see page 12

J1 J2

B

m

L4

D5

Z3

= A

nza

hl

A

D2

Z1

= A

nza

hl

D4

D3

H7

D1

L3

L1

D7

D6

H7

num

ber

num

ber

J1 J2

mL3/ L3*

D5

Z3

= A

nza

hl

D5*

Z3*

= A

nza

hl

D6

H7

D1

D4

D3

H7

C

D2

Z1

= A

nza

hlA

L1

D7

L4/ L4*

D7*

num

ber

num

ber

num

ber


Adapter dimension tables

Optional DIN standard adapters, output end

DIN adapter dimensions, output end SAE J620 fl ywheel adapters, drive end

TOK size

Adapter connections

Output end

Adapter connections

Output end

Adapter connections

Output end

DIN J4 [kgm2] m4 [kg] DIN J4 [kgm2] m4 [kg] DIN J4 [kgm2] m4 [kg]

250-280 90 0.0048 1.3 100 0.0050 1.4 120 0.0055 1.5

350-600 90 0.0036 1.0 100 0.0037 1.0 120 0.0038 1.0

500-1050/

100 120 0.0078 1.7 150 0.0091600-1150/ 0.0073 1.6 1.8

700-1500

1000-2400 120 0.0110 1.8 150 0.0120 1.9 180 0.0140 2.0

1600-4800 120 0.0220 2.4 150 0.0220 2.4 180 0.0260 3.2

2200-5300 120 0.0360 3.4 150 0.0380 3.6 180 0.0400 3.8

3400-11000 150 0.1310 7.4 180 0.1310 7.4 225 0.1360 7.8

5000-11500 180 0.3400 12.1 225 0.3420 11.9 250 0.3470 12.4

size

DIN

D13 Z4 D15 D14 L41) L5 F min

[mm] [mm] [mm] [mm] [mm]90 74.5 4 M8 47 30 15 3

100 84 6 M8 57 30 15 3120 101.5 8 M10 75 30 15 3

150 130 8 M12 90 30 15 3.5

180 155.5 8 M14 110 30 15 4.5

225 196 8 M16 140 30 15 5.5250 218 8 M18 140 30 15 6.5

SAE J620 engine fl ywheel

sizeD16 D17 D18 Z4

[mm] [mm] [mm]8 263.5 244.5 10 6

10 314.3 295.3 10 811.5 352.4 333.4 10 814 466.7 438.2 12 818 571.5 542.9 16 6

Ordering example: Adapter designation TOK350 - D - 120 Dynamometer side DIN120

Ordering example: Adapter designation TOK1000 - E - 8 Engine side SAE8

1) may deviate for TOK3400 and TOK5000

TOK1000

TOK1600

3500

4000

4500

5000

5500

12 14 16 18 20 22

n[m

in¯¹]

mLast [kg]

TOK3400

TOK5000

1750

2000

2250

2500

40 42 44 46 48 50

n[m

in¯¹]

mLast [kg]

TOK250TOK350

TOK500TOK600TOK700

5500

6000

6500

7000

4 5 6 7 8

n[m

in¯¹]

mLast [kg]

TOK2200

2500

3000

3500

4000

20 25 30 35

n[m

in¯¹]

mLast [kg]

Rotational speed in relation to the attached weight

D17

Z4

= A

nza

hl

D16

D18

num

ber

D13

Z4

= A

nza

hl

L3

D14

H7F

L4

D15

num

ber

n [

rpm

]

n [

rpm

]n

[rp

m]

n [

rpm

]

mLast [kg] mLast [kg]

mLast [kg]mLast [kg]


Assembly and maintenance instructions

General

The highly flexible TOK test bench coupling is predominantly used for de-coupling excitation vibrations of the load machine. The TOK coupling shaft is capable of compensating for axial, radial and angular misalignments. Shafts with joints integrated in the coupling body, cardan shafts and constant velocity shafts may be employed.

The rubber element is suited for ambient temperatures between –40 °C and 80 °C.

Care should be taken to ensure that the permissible loads of the couplings and of the intermediate shafts are not exceeded in any operating condition. Compliance with this requirement should be verified by a torsional vibration analysis and, where appropriate, by verifying the bending critical speed. The respective equipment confi guration must be verifi ed for each test object featuring different properties.

The coupling is balanced to a balance quality of G = 6.3 for 4000 rpm.

Specifi c balance quality requirements can be satisfi ed on request.

The speed range below idle speed must be quickly passed through during the start/stop operations to avoid excitation of potential resonance points. The coupling can be damaged if the speed range is passed through too slowly by one resonance especially during the start/stop operations.

Assembly

The contact faces must be metallically bright and free of grease and oil. Therefore, clean the connection and mating surfaces of the coupling which are preserved with corrosion protection wax, with suitable solvent before commencing assembly. Make sure that neither the solvent used for cleaning nor grease or oil can come into contact with the rubber. Where appropriate, pay attention to the position marking during assembly.

The maximum permissible coupling misalignment limits may not be exceeded in service. The respective limits are specified on the as-built drawings. In the case of cardan shafts take care that the primary and secondary axes are aligned in parallel. During assembly, it is recommended to utilise only 20% of the permissible misalignment capability.

Joints of cardan shafts and CV shafts regularly require small angular movements for adequate lubrication of the inner rolling elements. In the case of fl exibly mounted engines, these movements are ensured by the operational engine misalignments. Likewise, the movements occurring in the event of frequent test object changes may be suffi cient for adequate lubrication.

In the case of rigidly mounted engines or the use of intermediate bearings, an adequate angular movement must be provided by introducing a deliberate angular misalignment at each joint. For cardan shafts of type B, a parallel offset of the drive axis and the output axis corresponding to an angular misalignment between 0.5° and 1° per joint is recommended.

When using coupling shafts of type S-CV, only the CV shaft joint should have an angular misalignment of 0.5° to 1°. The coupling element should be operated, as far as possible, without angular misalignment to avoid additional power losses in the rubber. When aligning for assembly, the side to which the CV shaft joint is mounted should therefore be provided with an angular misalignment whereas the axis of the coupling is oriented in alignment with the axis of the connected intermediate shaft.

Before starting up make sure that all bolted connections of the coupling are tightened to their specified tightening torques. For the relevant tightening torques, see the as-built drawings.

Bolted connections which have been tightened to their specifi ed torques are marked with a dot of yellow lacquer at the factory. Bolted connections which have been secured by adhesive bonding, are additionally marked with a dot of green lacquer. These connections should only be checked visually for tight fi t. All non-marked bolted connections should be checked for their specifi ed tightening torques and for tight fi t using appropriate means. For bolts of the strength grades 8.8 and 10.9, see the tightening torques for bolted connections specified in Table 1.

Bolt size M6 M8 M10 M12 M14 M16 M18 M20 M22 M24

Strength grade 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8

MA [Nm] 1) 10 25 50 86 135 210 290 410 550 710

Βolt size M6 M8 M10 M12 M14 M16 M18 M20 M22 M24

Strength grade 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9

MA [Nm] 1) 14 35 69 120 190 295 405 580 780 1000

Table 1 Tightening torques for bolted connections (lightly oiled1) ) 1) Values decrease by 20% if the bolts are additionally lubricated (for example with motor oil)


The coupling shaft can be matched to the designated mounting space thanks to the telescopic capability of intermediate shafts. Make sure that the maximum values of the telescopic length are not already reached at standstill. It is recommended not to fully utilise the maximum telescopic length. There must remain a buffer of at least 5 mm to provide the clearance required for operational movements. Some of the dimension tables state the shortest possible mounting lengths which are already inclusive of that buffer and can be applied as stated. Follow the respective assembly and maintenance instructions for the cardan shafts or CV shafts in use.

Operation

Observe the specified operating conditions (torques, speeds, start/stop operations) when starting up. It is recommended to start with runs under stepwise increasing load conditions (such as speed sweep with high resolution torque detection and temperature monitoring on the element surface(s)). During this operation, pass the desired speed spectrum step by step while observing the test bench in order to identify any resonance points lying in the operating speed range. These resonance points and their surroundings should be spared when determining the test programmes to avoid damage to the coupling and the test bench components. They can, however, be passed through quickly. Repeat the runs under stepwise increasing load conditions each time a test object featuring different properties is used.

Maintenance and wear inspection

The coupling should be regularly inspected visually within the scope of routine maintenance and inspection. The rolling bearings, the spherical bearings and the sliding bushes of the coupling are maintenance-free. Subject the coupling to a thorough inspection in the case of irregularities (such as visible damage or delaminations from the rubber element or vibrations occurring whilst in service). If required, the coupling may be stripped after consultation with the manufacturer.

Check the visible rubber surface of the coupling element for potential damage. Inspect the bonded areas of the inner sleeve and outer ring for incipient cracks and delaminations. If damaged, replace the coupling element. It is advisable to also replace the bearing arrangement at that point of time. Spare parts kits containing all wear parts are available on request.

Subject the coupling/coupling shaft to an operational balancing process in the mounted state or, alternatively, balance it in the dismantled state, should conspicuous vibrations occur after replacement of the worn-out parts and re-assembly.

Thoroughly clean the coupling during maintenance. Factory overhauls and repairs of the coupling are possible on request.

Safety precautions

lt is the customer’s and operator’s responsibility to observe the national and

international safety rules and laws. Proper safety devices must be provided

for the coupling in accordance with the accident prevention regulations to

prevent accidental contact.

Check all bolted connections for tight fit and the correct tightening torque

after the fi rst test run and regularly thereafter.


D4

8 3

2

D

E

M

Z

1

Kundenanschluss

6D D

M

2

Bremsenseite

D D X Z

Motorseite

5

Kundenanschluss

1D

B

D7 X

D9

C

E

L ± X

A

B

Einbaulänge zwischen den Anschlussflanschen

G

F

Details for coupling selection and torsional vibration analysis

Customer’s connectionEngine side Mounting length between the connecting fl anges

Customer’s connectionBrake side

Engine Please tickDiesel Petrol Gas Turbo Biturbo Cylinder

deactivation Customer’s connection dimensionsyes no

Type / designation / manufacturer * Engine Brake

Symbol Value Unit Symbol Value Unit

D5 [mm] D1 [mm]

D6 [mm] D2 [mm]

D7 [mm] Z1 -

Z2 - D4 [mm]

D9 [mm] MB -

ME - D3 [mm]

D8 [mm] F [mm]

Description Please tick Duration [s] Symbol Value Unit A [mm] G [mm]

Start via dyno TStart [Nm] B [mm]

E-starter EStarter [rpm] C [mm] L [mm]

Stop via dyno TStop [Nm] E [mm] X [mm]

Stop through coasting to stop - - - Mounting of the coupling shaft Please tick

1 Idle

nIdle [rpm] Directly between the engine and the brake or the measuring fl ange (classic)

TIdle [Nm] Not directly to the engine (for example use of an intermediate bearing)

PIdle [kW]Vehicle clutch used?

2 Tmax

n [rpm]

Tmax (nom) [Nm] Dummy gearbox used?(if so: state J+Ct)

3 Pmax

nmax. [rpm]

T [Nm] Operational

misalignmentsSymbol Value Unit

Pmax [kW] Axial misalignment Ka [mm]

Inline/V (angle xx°) R/Vxx° - Radial misalignment Kr [mm]

Number of cylinders z - Ang. misalignment Kw [°]

Engine harmonic main order i -

Brake

DynoEC DC AC

Please tickFiring order z1, z2, z3, …zn

Total displacement volume V H [ccm] Cont. frequency [Hz]

Stroke [mm] Hole [mm] Water brake

Conn. rod length [mm] Conn. rod length ratio Others

Oscillating mass per cylinder [kg] Type / designation

Mass moment of inertia(engine + fl ywheel) Jengine [kgm2] Reduced mass

moment of inertiaJbrake

Dual mass fl ywheelyes / no J1 [kgm2] J2 [kgm2] Ct ** [Nm/rad]

Lowest operating point B1 n [rpm] T [Nm] P [kW] t [s] Number/h

Second lowest operating point B2 n [rpm] T [Nm] P [kW] t [s] Number/h

Lowest operating speed at full throttle n [rpm] Ambient temperature [°C]

nStarterIdle

B1B2

Tmax

P max

TORQ

UE[Nm]

SPEED [rpm]

ENGINE TORQUE [Nm]

** Provide dual mass fl ywheel characteristic * Description of the deactivation

Dipl.-Ing. Herwarth Reich GmbHVierhausstraße 53 • 44807 Bochum

Telephone +49 234 959 16-0Telefax +49 234 959 16-16

E-Mail: [email protected]

Documents

New TOK Coupling System · 2019. 4. 4. · TOK with CV shaft of extra short design + Extremely short design + CV shaft joint integrated in the coupling + Constant velocity (CV) shaft