Analyze tire couplings and solutions to problems

　　Tyre couplingIt is divided into two categories: convex type and concave type. The convex type is divided into three types: integral type with skeleton, integral type without bone and radial cut type.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, and the torque is transmitted by the friction generated 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 a 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.Due to various reasons, the center of mass or inertial principal axis of the tire coupling does not coincide with the axis of rotation, and the phenomenon of unbalanced centrifugal inertial force, centrifugal inertial couple force and dynamic deflection (vibration shape) will occur during operation. It will cause the vibration of the shaft system, which will affect the normal operation and service life of the machine, so we must think of a good way to solve it, such as: in order to correct or minimize the tire coupling The unbalance of the device should be selected according to the needs of the appropriate balance level, on the balance (correction) plane designated by the coupling, by increasing or reducing the appropriate quality method to achieve the balance level requirements. This process is called balance correction , The degree of unbalance (unbalance U) is usually expressed by the product mr of the mass m of the rotor and the distance r from the center of mass to the axis of rotation of the rotor, which is called the mass-diameter product. It is also expressed by the mass-diameter product per unit mass, which is called The eccentricity e (not geometrically eccentric.) The mass diameter product mr is a relative quantity related to the mass of the rotor, while the eccentricity e is a quantity that has nothing to do with the mass of the rotor. The former is more intuitive and is often used for specific rotors. Balancing operation, the latter is used to measure the pros and cons of the rotor balance or to detect the balance accuracy, and the balance grade standard of the tire coupling is evaluated by e.