Introduction and working principle of tire coupling

 Tire couplingTire body is one of the necessary spare parts of tire coupling, correspondingly divided into UL, LA, LB tire body. UL tire coupling is a high-performance elastic coupling. Because the elastic element is an integral tire body, the tire coupling has excellent shock absorption and good performance of offset compensation between axles. Disassembly and assembly Convenient, does not require lubrication, is easy to maintain, and has a long service life. The working temperature of the tire coupling is -20~80 degrees Celsius, and the transmission torque is 10~20000N.M. The tire coupling is suitable for wet, dusty, and Work environment parts with shock, vibration, changeable forward and reverse rotation and frequent starting.Tire couplings are divided into two categories: convex and concave. The convex is divided into three types: integral with frame, integral without bone and radial incision.The inner side of the tire ring is bonded to the steel frame by a vulcanization method, and the bolt holes on the frame are welded with nuts.When assembling, bolts are used to connect the flanges of the two halves of the coupling. The torque is transmitted by the friction between the tire and the flange end surface by tightening the bolts. The torsional shear deformation of the tire ring occurs when the tire ring is working, so the tire coupling It has high elasticity, a large ability to compensate the relative displacement of the two shafts, and has good damping, and has a simple structure, does not require lubrication, and is relatively convenient for assembly and disassembly and maintenance.The disadvantage is that the load capacity is not high and the overall size is large. As the relative torsion angle of the two shafts increases, the tire shape is twisted, and the axial size is slightly reduced, which will generate a large additional axial force on the two shafts. Increase the bearing load and reduce the life.When the tire coupling is running at high speed, the outer edge of the tire expands outward due to the centrifugal force, which will further increase the additional axial force.For this reason, measures should be taken when installing the coupling to make the direction of the stress in the tire opposite to the direction of the stress generated during work, so as to offset part of the additional axial force and improve the working conditions of the coupling and the two bearings.The standard semi-tire coupling structure is K type, which can no longer be marked in the display.The rubber element (tire) of the tire coupling is vulcanized and bonded with the metal pressure plate, and the two halves of the coupling are directly connected with bolts during assembly. Flexible, large damping, large compensation, simple structure, easy assembly, and when changing the tire body There is no need to move the coupling axially. Disadvantages: The radial dimension is huge, and with the increase of the torsion angle, considerable axial force will be generated on the driving and driven shafts.