» 1.3 Double-cardanic coupling as “short version” Following the launch of the N-EUPEX DK as a double-cardanic coupling type the year before last (see section 2), the DKS type has now been added to the modular system. While the DK type addresses the pump market with standard expansion pieces for normed shaft distances, the DKS type is the shortest possible double-cardanic solution on the market. It can therefore be used for small shaft distances. With the DKS, the claw parts form the intermediate piece and engage with the pocket parts on the shaft ends of the connected machines. The reverse principle of the DK types is therefore applied. The benefit for users is mainly the shortened overall length of this type including reduced costs, while the advantages of a double-cardanic coupling connection can still be utilized. Thus, it is possible to replace single-joint couplings with the double-cardanic design in problematic drives. In short: the new and inexpensive N-EUPEX DKS can be used even more universally than its "big role model" N-EUPEXDK. 2. Double-cardanic CouplingN-EUPEXDK » 2.1 Functionality of the system With the double-cardanic design, the coupling compensates for not only a greater range of shaft angle offsets, but also a considerably greater radial offset so that shaft ends can be connected in a manner that offers the drive greater protection. With this two-joint version, compensation for radial offset that occurs between the shaft ends is enabled by a corresponding angle of inclination in the elastomer joints. This increases the range of possible radial offset by more than amulti-ple of four. Especially with pump solutions, shaft ends that are not 100% in alignment present a significant problem. In this case, the N-EUPEX DK provides a solution for many problems because, depending on the coupling length and size, it enables compensation for a radial offset of up to 3mm. Furthermore, in contrast to the previous N-EUPEX, the coupling type "DK" makes use of not just one, but two series of elastomer elements, which guarantees increased damping over the entire drive train. In addition, due to the double-cardanic design, significantly lower restoring forces are generated. The high ratio of shaft and joint clearance also decreases the restoring forces. Depending on size, offset and installation dimensions, the restoring forces decrease by more than half. The result is a lower load on the shafts along with a lower load on the bearings. This is advantageous especially with thinner shafts, which can be damaged due to the wrong coupling design or improper installation – even up to the breakage point. The spacer, made of aluminum with a joined pocket part made of gray cast iron, comes in standard increments for shaft spacing from 100 mm to 250 mm, so its length can be adapted to the customer's design. Here a special design feature, unique on the market and immediately noticeable, is the complete encapsulation of the elastomer elements. This covering prevents the sleeve from flying off if components break due to improper overload. In contrast to other solutions on the market, the elastomer elements are not located within the shaft diameter, but instead, outside of it. Agreater distance from the axis of rotation means a lower load on the outer wall and, as a result, less wear. Due to this clearance, together with the decreased tendency of the 90 Shore A elements to undergo working in case of shaft offset, the elements have a longer service life, which increases the availability of the coupling. The standard use of elastomer elements with a hardness of 90 Shore A achieves a good compromise between damping and rigidity. Two springs connected in a series significantly reduce torsion spring rigidity. The N-EUPEX DK has a plastic cover on both sides of the spacer to prevent steel-to-steel contact in case of axial displacement. The cover also provides dust protection. #PROGRESSION~N-Eupex Torsionally Flexible Couplings www.jbj.co.uk/couplings.html#flender 38 #DriveLineHarmony
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