One of the most widely applied types of flexible couplings is an elastomeric design known as the jaw coupling. This design is characterised by two hubs, each having two or more thick, stubby protrusions around their perimeters, called jaws, pointing toward the opposing hub. These jaws mesh loosely when the two hubs are brought together. Filling the gaps between the jaws are blocks of elastomeric material, usually moulded into a single asterisk-shaped element called a `spider’.
Just as coupling designs vary to satisfy different application criteria, so do the spiders in jaw-type couplings. The spider is the key determinant of the torque rating of each jaw coupling. It also can make a significant difference in the coupling’s response to vibration, temperature, chemicals, misalignment, high rpm, space limitations and ease of installation or removal.
Selecting the right type of spider is just as important as selecting the right type and size of coupling.
Jaw couplings generally are recommended for continuous-duty electric motor-driven machinery, pumps, gearboxes, etc. They typically are limited to angular shaft misalignment of 1o and tolerate up to 0.015in of parallel misalignment. Jaw designs usually are not recommended for engine-driven or frequent start-stop-reversing applications because of backlash.
Elastomeric couplings classify into one of two categories by the way their elastomeric element transmits torque between driving and driven hubs – ie, the element is either `in compression’ or `in shear’.
In jaw couplings, the element is in compression, because the jaws of both the driving and driven hubs operate in the same plane, with the driving jaws pushing the driven jaws. Here, the legs of the elastomeric spider serve as cushions between the torque force of the driving jaws and the resistance of the driven jaws, absorbing that force by being compressed between them.
This contrasts with shear-type designs, in which driving and driven hubs operate wholly in separate planes, with the driving hub pulling the driven hub through their mutual connection to an elastomeric element suspended between them. Here, the element serves as a link between the torque force of the driving hub and the resistance of the driven hub, absorbing that force by being stretched between them through twisting.
JAW COUPLING ADVANTAGES
Both compression and shear types offer advantages that rightfully guide them into different applications. Where compression couplings are preferred, it is generally because of four main advantages. The first is that elastomers have higher load capacity in compression than they do in shear. Therefore, compression types can transmit higher torque, and tolerate greater overload, than shear types. The greater the surface area of the elastomer in compression, the higher the torque rating of the coupling. Heavy-duty jaw models with up to seven jaws can accommodate nominal torque ranges up to 170,000inlb.
Compression types offer a greater degree of torsional stiffness than shear types, with some designs coming fairly close to the very stiff positive-displacement transmission of torque that is characteristic of metallic couplings, offering near-equal movement of the driven shaft for each incremental movement of the driving shaft. With most jaw couplings, however, even small amounts of backlash can make them inappropriate for true positive-displacement applications.
Jaw designs are considered `failsafe’ because the coupling is not necessarily destroyed or rendered inoperable if the spider breaks away. The driving jaws simply advance to contact the driven jaws directly, and the coupling continues to function, preventing critical system downtime until the spider can be replaced. For this reason, in a jaw coupling of good quality, the jaws are designed to withstand at least ten times their coupling’s torque rating.
Simple design with only three parts allows easy installation, disassembly and visual inspection. The specially contoured spider usually allows `blind fit’ even in the most confined spaces.
Compared to couplings made entirely of metal, jaw and other elastomeric types generally offer additional advantages of: greater radial softness; no metal-to-metal contact between driving/driven parts; lighter weight and lower cost, when comparing torque capacity to maximum bore capacity; quieter operation; and easy field-replacement of the torque-transmitting element. When elastomeric coupling elements break down, it is often due to cyclic loading when hysteresis exceeds the material’s limits.
Some elastomerics are more vulnerable to high ambient temperatures and some types of oil, chemical or atmospheric exposure. For this reason, elastomeric couplings offer a selection of element materials to suit specific operating conditions. Nitrile Butadiene Rubber (NBR) is the most economical and widely used standard coupling element material. It resembles natural rubber in resilience and elasticity; is resistant to oil, hydraulic fluid and most chemicals; and has operating temperature ranges from -40 degrees C to +100 degrees C. With hardness of 80 Shore A, NBR provides the best damping capability among elastomeric elements. Other elastomers are described in Table 1.
When replacing the elastomeric element in jaw couplings, it is always easiest to simply find something similar to what was there before (if not identical), and perhaps apply a fudge factor based on torque, just to be conservative. Too often, however, this process only invites a repeat failure or equally short service life.
The better approach is to first give some thought to why the previous spider failed or wore out sooner than expected
The following application criteria are helpful in determining the correct choice of spider: first, there is the actual torque needed at the driven shaft. Then there is vibration – here, experienced vendors can assist you with vibration analysis. Next there is shaft-to-shaft alignment. Note whether driving/driven units are or can be mounted on a common base plate. Other criteria include ambient conditions, start-stop-reversing requirements, axial movement and installation or maintenance restrictions.
It is important to resist the temptation to overstate service factors. These are intended to compensate for the variation of torque loads typical of different kinds of driven systems; if chosen too conservatively, they can misguide the selection of both coupling types and their elastomeric materials. Aside from raising coupling costs to unnecessary levels, `over service-factor’ selection very often causes damage elsewhere in the system.
With the rich variety of elastomeric materials available today, careful selection usually leads to an excellent, long lasting match between coupling characteristics and the demands of the application.
The Lovejoy G-Flex coupling is a specialised, high-performance disc coupling designed to meet the requirements of virtually any drive system. Because it doesn’t need lubrication, it doesn’t have the same restrictions as other couplings that use grease or oil. The coupling’s all-steel components can take the harshest environments, from extreme cold to ambient temperatures up to 280 degrees C. Ozone, sunshine, or moisture don’t affect its life span since there’s no lubrication and the discs are made from corrosion-resistant stainless steel.
TABLE 1 : Although Nutrile Butadiene Rubber is the most common standard coupling element material, there are some alternatives
1.5 times the torque capacity of NBR with very good chemical and oil resistance, but less damping capability (90 Shore A hardness) and narrower operating temperature range of -39 degrees C to +71 degrees C. Urethane spiders are good choices when the application calls for greater torque in a confined space, or for resistance to atmospheric effects such as ozone, sunlight, and hydrolysis in tropical conditions.
Designed for high operating temperature -51 degrees C to +121 degrees C, with excellent resistance to oils and chemicals. It can carry 3 times the torque of standard NBR and also provides resistance to ozone, sunlight, and hydrolysis in tropical conditions. With hardness of 55 Shore D, however, Hytrel cuts angular misalignment ratings in half, and damping capacity is low.
Not exactly elastomeric, these rigid, porous, oil-impregnated metal inserts are used only for slow speed (250rpm maximum) applications requiring high torque or high temperature resistance. Bronze spiders can withstand virtually all chemicals and temperatures from -40 degrees C right up to to +232 degrees C, but their rigidity offers zero damping capacity.
TABLE 2 : Different basic mechanical designs provide coupling options to allow products to be tailored to suit specific applications
This is the most commonly used design in general power transmission applications where the BE dimension (distance Between Ends of driving and driven shafts) affords a suitable gap and will remain fairly constant.
Open-Centre Type (OCT)
This design often suits close BE situations where equipment must be positioned as closely together as possible. However, because the spider’s legs are joined only by a thin segment of material, this design has no full-diameter support. Accordingly, it has maximum speed limitations of 1,750rpm for NBR and 3,600rpm for Urethane/Hytrel, Also, keep in mind that the hole in the centre is not as large as the maximum bore of the hub, because while the maximum bore of the hub approaches the inner edge of the jaws, a certain amount of elastomeric material must extend around the inner edge of the jaws to connect the legs of the spider.
A flat-strip, open-end design – connects the spider legs around the perimeter of the coupling rather than at the centre, allowing easy removal or installation without disturbing the alignment of either coupling hub. With no centre connections, this design does not overlap into the bore, therefore allows shaft ends to extend at maximum bore diameter to a minimal BE. Radially `wrapped’ around the jaws, this type of spider must be held in place by either a ring or a collar. When retained by ring, it has a maximum rpm limit of 1,750. The collar configuration, on the other hand, achieves the same rpm rating as the standard coupling, because the collar is attached to one hub.