Product Description

>>> Product Overview
KYBC stationary diesel engine driven self-priming pump is a pump with a novel structure developed on the base of similar technology abroad. The perfect combination of diesel engine and self -priming  pump, together with four-wheel mobile trailer and outdoor shelter makes field operation possible, beyond the restriction of climate. The operation can be controlled both manually and automatically.
Combined self-priming with non-clogging sewage, possessing the structure of axial-flow outer recirculation, the uniquely-designed pump body and impeller channel, diesel engine driven self-priming pump can absorb and discharge liquid with large particles and continuous fiber impurities, just as self-priming fresh water pump, without using bottom valve and pump container for water diversion. This pump is therefore can be widely used in municipal sewage discharge system as well as flood-fighting and emergency rescues. KYBC movable diesel engine driven self-priming is your best choice among all kinds of diesel engine driven self-priming pumps.
Compared with domestic pumps of the same category, diesel engine driven self-priming pump is simpler in its structure, more better at self-priming work and more thoroughly in sewage charging. With its quality indexes taking the leading level in China, it has a good market appeal and promising future.

>>> Model Meaning
KYBC300-800-14-D

No	Name	Model Meaning
1	KYBC	HangZhou Movable Diesel Engine Driven Self-priming Pump
2	300	Inlet and Outlet Diameters 300mm
3	800	Flow Rate 800m3/h
4	14	Pump Head 14m
5	D	Customized

>>> Scope of Applications
Ambient temperature ≤50°C, medium temperature ≤80°C, for specific job requirements, 200 °C is allowed.
Medium PH level for cast iron is 6-9, for stainless steel is 2-13.
The specific weight of the medium is required below 1240kg/m3
Self-priming lift should be controlled within the range of 4.5~5.5m, the overall length of suction pipes should be no more than 10m(≤10m)
Pipe size capacity: the diameter of suspended particle is 50% of the diameter of the pump, and the length of fiber is 5times of pump’s diameter.

>>> Working Conditions
Altitude: ≤2500m
Ambient temperature: -25-55°C
Relative air humidity: 9~95%
Seismic intensity: 7
Flow range: 50~70(l/s)
Head range: 5~70m
Brands of diesel engine: WEICHAI, XIHU (WEST LAKE) DIS.FENG INSTITUTION, XIHU (WEST LAKE) DIS.FENG CUMMINS, HangZhou POWER, CHANGFA, JICHAI, YUCHAI, CZPT etc.

>>> Structure and Operating Principles
KYBC diesel engine driven self-priming pump is composed of diesel engine, coupling, pump body, impeller, rear cover, mechanical seal, pump spindle, bearing block, imported pump, gas-liquid separator tube, water valve and drain connection. The structure of the pump is shown in the following figure.
Principle of operation: the pump body with fluid reservoir inside and the working chamber of the pump, being connected with each other through the reflowing valve on the upper side and circulation valve beneath it, from the axial-flow outer recirculation system of the pump. When the pump stops working, it already has a volume of liquid reserve inside its fluid reservoir, when the pump runs, the liquid inside is ejected upward with the air flow under the function of impeller, then it reflows into the working cavity through the gas-liquid separator tube, at the same time, the gas exhausted out of the pump, which makes the pump vacuumed inside so as to get self-priming realized.

>>> Preparations before Starting Pump
Check the fasteners of the joint parts, such as the pump seat, the coupling and the bearing carrier, and make sure that they would not loosen. If any of them get loose, fasten them.
Check the connecting pipes and make sure that there is gas leakage.
Switch on the water valve on the top of the pump, add a volume of water, which is no less than 2/3 of the pump volume. Then switch off the water valve. The next time start the pump, never need to do water rejection anymore.
Get the power line of the storage battery routed to the power source, when the diesel engine is power-on, press down the starting button of the meter panel, give it a test run to see if it rotates clockwise(counterclockwise rotation is prohibited).
Starting up: add antifreezing solution to the water tank of the diesel engine, and fill the fuel tank with diesel oil, then add some lubricating oil(labeled10w-40)to the engine. Route the power line of the starter to storage battery and pay attention to the positive and negative poles.

>>> Product Image

>>> Company Information&Advantages
ZheJiang HangZhou provides booster pumps, submersible pumps, sewage pumps, fire fighting pumps, multistage vertical (horizontal) water pumps, diesel engine water pumps, water supply equipment and other pumps. Here we have modern production base of 60000 square meters, and 3000 square meters of office, professional R&D institution and technology team, which makes us a world-class company. At present, we have 2 factories, 1 is in Xihu (West Lake) Dis. District, ZheJiang City; the other is in HangZhou City, ZheJiang Province. So welcome to visit our factory.

 1. Punctual delivery time:

• We put your order into our tight production schedule, keep our client informed about production process, ensure your punctual delivery time.
• Shipping notice/ insurance to you as soon as your order is shipped.

2. After sales service:

• After receiving the goods, We accept ur feedback at first time.
• We could provide installation guide, if you have need, we could give you global service.
• Our Sales are 24-hours online for ur request.

3. Professional sales:

• We value every inquiry sent to us and ensure quick competitive offer.
• We cooperate with customer to bid tenders, and  provide all necessory document.
• We are a sales team, with all techinical support from engineer team.

ZheJiang  HangZhou Pump have many global clients, we offer professional service to them.  With the aim of “to establish a close strategic partnership and develop together with customers”.  we will work whole heartedly to improve our products and service. We will also pledge to work jointly with businese partners to elevate our cooperation to a higher level and share businese together with our customers. We are looking forward to establishing relationships with you and your esteemed company in the near future. 

                                                                      

How to Calculate Stiffness, Centering Force, Wear and Fatigue Failure of Spline Couplings

There are various types of spline couplings. These couplings have several important properties. These properties are: Stiffness, Involute splines, Misalignment, Wear and fatigue failure. To understand how these characteristics relate to spline couplings, read this article. It will give you the necessary knowledge to determine which type of coupling best suits your needs. Keeping in mind that spline couplings are usually spherical in shape, they are made of steel.

Involute splines

An effective side interference condition minimizes gear misalignment. When 2 splines are coupled with no spline misalignment, the maximum tensile root stress shifts to the left by 5 mm. A linear lead variation, which results from multiple connections along the length of the spline contact, increases the effective clearance or interference by a given percentage. This type of misalignment is undesirable for coupling high-speed equipment.
Involute splines are often used in gearboxes. These splines transmit high torque, and are better able to distribute load among multiple teeth throughout the coupling circumference. The involute profile and lead errors are related to the spacing between spline teeth and keyways. For coupling applications, industry practices use splines with 25 to 50-percent of spline teeth engaged. This load distribution is more uniform than that of conventional single-key couplings.
To determine the optimal tooth engagement for an involved spline coupling, Xiangzhen Xue and colleagues used a computer model to simulate the stress applied to the splines. The results from this study showed that a “permissible” Ruiz parameter should be used in coupling. By predicting the amount of wear and tear on a crowned spline, the researchers could accurately predict how much damage the components will sustain during the coupling process.
There are several ways to determine the optimal pressure angle for an involute spline. Involute splines are commonly measured using a pressure angle of 30 degrees. Similar to gears, involute splines are typically tested through a measurement over pins. This involves inserting specific-sized wires between gear teeth and measuring the distance between them. This method can tell whether the gear has a proper tooth profile.
The spline system shown in Figure 1 illustrates a vibration model. This simulation allows the user to understand how involute splines are used in coupling. The vibration model shows 4 concentrated mass blocks that represent the prime mover, the internal spline, and the load. It is important to note that the meshing deformation function represents the forces acting on these 3 components.

Stiffness of coupling

The calculation of stiffness of a spline coupling involves the measurement of its tooth engagement. In the following, we analyze the stiffness of a spline coupling with various types of teeth using 2 different methods. Direct inversion and blockwise inversion both reduce CPU time for stiffness calculation. However, they require evaluation submatrices. Here, we discuss the differences between these 2 methods.
The analytical model for spline couplings is derived in the second section. In the third section, the calculation process is explained in detail. We then validate this model against the FE method. Finally, we discuss the influence of stiffness nonlinearity on the rotor dynamics. Finally, we discuss the advantages and disadvantages of each method. We present a simple yet effective method for estimating the lateral stiffness of spline couplings.
The numerical calculation of the spline coupling is based on the semi-analytical spline load distribution model. This method involves refined contact grids and updating the compliance matrix at each iteration. Hence, it consumes significant computational time. Further, it is difficult to apply this method to the dynamic analysis of a rotor. This method has its own limitations and should be used only when the spline coupling is fully investigated.
The meshing force is the force generated by a misaligned spline coupling. It is related to the spline thickness and the transmitting torque of the rotor. The meshing force is also related to the dynamic vibration displacement. The result obtained from the meshing force analysis is given in Figures 7, 8, and 9.
The analysis presented in this paper aims to investigate the stiffness of spline couplings with a misaligned spline. Although the results of previous studies were accurate, some issues remained. For example, the misalignment of the spline may cause contact damages. The aim of this article is to investigate the problems associated with misaligned spline couplings and propose an analytical approach for estimating the contact pressure in a spline connection. We also compare our results to those obtained by pure numerical approaches.

Misalignment

To determine the centering force, the effective pressure angle must be known. Using the effective pressure angle, the centering force is calculated based on the maximum axial and radial loads and updated Dudley misalignment factors. The centering force is the maximum axial force that can be transmitted by friction. Several published misalignment factors are also included in the calculation. A new method is presented in this paper that considers the cam effect in the normal force.
In this new method, the stiffness along the spline joint can be integrated to obtain a global stiffness that is applicable to torsional vibration analysis. The stiffness of bearings can also be calculated at given levels of misalignment, allowing for accurate estimation of bearing dimensions. It is advisable to check the stiffness of bearings at all times to ensure that they are properly sized and aligned.
A misalignment in a spline coupling can result in wear or even failure. This is caused by an incorrectly aligned pitch profile. This problem is often overlooked, as the teeth are in contact throughout the involute profile. This causes the load to not be evenly distributed along the contact line. Consequently, it is important to consider the effect of misalignment on the contact force on the teeth of the spline coupling.
The centre of the male spline in Figure 2 is superposed on the female spline. The alignment meshing distances are also identical. Hence, the meshing force curves will change according to the dynamic vibration displacement. It is necessary to know the parameters of a spline coupling before implementing it. In this paper, the model for misalignment is presented for spline couplings and the related parameters.
Using a self-made spline coupling test rig, the effects of misalignment on a spline coupling are studied. In contrast to the typical spline coupling, misalignment in a spline coupling causes fretting wear at a specific position on the tooth surface. This is a leading cause of failure in these types of couplings.

Wear and fatigue failure

The failure of a spline coupling due to wear and fatigue is determined by the first occurrence of tooth wear and shaft misalignment. Standard design methods do not account for wear damage and assess the fatigue life with big approximations. Experimental investigations have been conducted to assess wear and fatigue damage in spline couplings. The tests were conducted on a dedicated test rig and special device connected to a standard fatigue machine. The working parameters such as torque, misalignment angle, and axial distance have been varied in order to measure fatigue damage. Over dimensioning has also been assessed.
During fatigue and wear, mechanical sliding takes place between the external and internal splines and results in catastrophic failure. The lack of literature on the wear and fatigue of spline couplings in aero-engines may be due to the lack of data on the coupling’s application. Wear and fatigue failure in splines depends on a number of factors, including the material pair, geometry, and lubrication conditions.
The analysis of spline couplings shows that over-dimensioning is common and leads to different damages in the system. Some of the major damages are wear, fretting, corrosion, and teeth fatigue. Noise problems have also been observed in industrial settings. However, it is difficult to evaluate the contact behavior of spline couplings, and numerical simulations are often hampered by the use of specific codes and the boundary element method.
The failure of a spline gear coupling was caused by fatigue, and the fracture initiated at the bottom corner radius of the keyway. The keyway and splines had been overloaded beyond their yield strength, and significant yielding was observed in the spline gear teeth. A fracture ring of non-standard alloy steel exhibited a sharp corner radius, which was a significant stress raiser.
Several components were studied to determine their life span. These components include the spline shaft, the sealing bolt, and the graphite ring. Each of these components has its own set of design parameters. However, there are similarities in the distributions of these components. Wear and fatigue failure of spline couplings can be attributed to a combination of the 3 factors. A failure mode is often defined as a non-linear distribution of stresses and strains.