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 business partners to elevate our cooperation to a higher level and share success together with our customers. We are looking forward to establishing relationships with you and your esteemed company in the near future.

Stiffness and Torsional Vibration of Spline-Couplings

In this paper, we describe some basic characteristics of spline-coupling and examine its torsional vibration behavior. We also explore the effect of spline misalignment on rotor-spline coupling. These results will assist in the design of improved spline-coupling systems for various applications. The results are presented in Table 1.

Stiffness of spline-coupling

The stiffness of a spline-coupling is a function of the meshing force between the splines in a rotor-spline coupling system and the static vibration displacement. The meshing force depends on the coupling parameters such as the transmitting torque and the spline thickness. It increases nonlinearly with the spline thickness.
A simplified spline-coupling model can be used to evaluate the load distribution of splines under vibration and transient loads. The axle spline sleeve is displaced a z-direction and a resistance moment T is applied to the outer face of the sleeve. This simple model can satisfy a wide range of engineering requirements but may suffer from complex loading conditions. Its asymmetric clearance may affect its engagement behavior and stress distribution patterns.
The results of the simulations show that the maximum vibration acceleration in both Figures 10 and 22 was 3.03 g/s. This results indicate that a misalignment in the circumferential direction increases the instantaneous impact. Asymmetry in the coupling geometry is also found in the meshing. The right-side spline’s teeth mesh tightly while those on the left side are misaligned.
Considering the spline-coupling geometry, a semi-analytical model is used to compute stiffness. This model is a simplified form of a classical spline-coupling model, with submatrices defining the shape and stiffness of the joint. As the design clearance is a known value, the stiffness of a spline-coupling system can be analyzed using the same formula.
The results of the simulations also show that the spline-coupling system can be modeled using MASTA, a high-level commercial CAE tool for transmission analysis. In this case, the spline segments were modeled as a series of spline segments with variable stiffness, which was calculated based on the initial gap between spline teeth. Then, the spline segments were modelled as a series of splines of increasing stiffness, accounting for different manufacturing variations. The resulting analysis of the spline-coupling geometry is compared to those of the finite-element approach.
Despite the high stiffness of a spline-coupling system, the contact status of the contact surfaces often changes. In addition, spline coupling affects the lateral vibration and deformation of the rotor. However, stiffness nonlinearity is not well studied in splined rotors because of the lack of a fully analytical model.

Characteristics of spline-coupling

The study of spline-coupling involves a number of design factors. These include weight, materials, and performance requirements. Weight is particularly important in the aeronautics field. Weight is often an issue for design engineers because materials have varying dimensional stability, weight, and durability. Additionally, space constraints and other configuration restrictions may require the use of spline-couplings in certain applications.
The main parameters to consider for any spline-coupling design are the maximum principal stress, the maldistribution factor, and the maximum tooth-bearing stress. The magnitude of each of these parameters must be smaller than or equal to the external spline diameter, in order to provide stability. The outer diameter of the spline must be at least 4 inches larger than the inner diameter of the spline.
Once the physical design is validated, the spline coupling knowledge base is created. This model is pre-programmed and stores the design parameter signals, including performance and manufacturing constraints. It then compares the parameter values to the design rule signals, and constructs a geometric representation of the spline coupling. A visual model is created from the input signals, and can be manipulated by changing different parameters and specifications.
The stiffness of a spline joint is another important parameter for determining the spline-coupling stiffness. The stiffness distribution of the spline joint affects the rotor’s lateral vibration and deformation. A finite element method is a useful technique for obtaining lateral stiffness of spline joints. This method involves many mesh refinements and requires a high computational cost.
The diameter of the spline-coupling must be large enough to transmit the torque. A spline with a larger diameter may have greater torque-transmitting capacity because it has a smaller circumference. However, the larger diameter of a spline is thinner than the shaft, and the latter may be more suitable if the torque is spread over a greater number of teeth.
Spline-couplings are classified according to their tooth profile along the axial and radial directions. The radial and axial tooth profiles affect the component’s behavior and wear damage. Splines with a crowned tooth profile are prone to angular misalignment. Typically, these spline-couplings are oversized to ensure durability and safety.

Stiffness of spline-coupling in torsional vibration analysis

This article presents a general framework for the study of torsional vibration caused by the stiffness of spline-couplings in aero-engines. It is based on a previous study on spline-couplings. It is characterized by the following 3 factors: bending stiffness, total flexibility, and tangential stiffness. The first criterion is the equivalent diameter of external and internal splines. Both the spline-coupling stiffness and the displacement of splines are evaluated by using the derivative of the total flexibility.
The stiffness of a spline joint can vary based on the distribution of load along the spline. Variables affecting the stiffness of spline joints include the torque level, tooth indexing errors, and misalignment. To explore the effects of these variables, an analytical formula is developed. The method is applicable for various kinds of spline joints, such as splines with multiple components.
Despite the difficulty of calculating spline-coupling stiffness, it is possible to model the contact between the teeth of the shaft and the hub using an analytical approach. This approach helps in determining key magnitudes of coupling operation such as contact peak pressures, reaction moments, and angular momentum. This approach allows for accurate results for spline-couplings and is suitable for both torsional vibration and structural vibration analysis.
The stiffness of spline-coupling is commonly assumed to be rigid in dynamic models. However, various dynamic phenomena associated with spline joints must be captured in high-fidelity drivetrain models. To accomplish this, a general analytical stiffness formulation is proposed based on a semi-analytical spline load distribution model. The resulting stiffness matrix contains radial and tilting stiffness values as well as torsional stiffness. The analysis is further simplified with the blockwise inversion method.
It is essential to consider the torsional vibration of a power transmission system before selecting the coupling. An accurate analysis of torsional vibration is crucial for coupling safety. This article also discusses case studies of spline shaft wear and torsionally-induced failures. The discussion will conclude with the development of a robust and efficient method to simulate these problems in real-life scenarios.

Effect of spline misalignment on rotor-spline coupling

In this study, the effect of spline misalignment in rotor-spline coupling is investigated. The stability boundary and mechanism of rotor instability are analyzed. We find that the meshing force of a misaligned spline coupling increases nonlinearly with spline thickness. The results demonstrate that the misalignment is responsible for the instability of the rotor-spline coupling system.
An intentional spline misalignment is introduced to achieve an interference fit and zero backlash condition. This leads to uneven load distribution among the spline teeth. A further spline misalignment of 50um can result in rotor-spline coupling failure. The maximum tensile root stress shifted to the left under this condition.
Positive spline misalignment increases the gear mesh misalignment. Conversely, negative spline misalignment has no effect. The right-handed spline misalignment is opposite to the helix hand. The high contact area is moved from the center to the left side. In both cases, gear mesh is misaligned due to deflection and tilting of the gear under load.
This variation of the tooth surface is measured as the change in clearance in the transverse plain. The radial and axial clearance values are the same, while the difference between the 2 is less. In addition to the frictional force, the axial clearance of the splines is the same, which increases the gear mesh misalignment. Hence, the same procedure can be used to determine the frictional force of a rotor-spline coupling.
Gear mesh misalignment influences spline-rotor coupling performance. This misalignment changes the distribution of the gear mesh and alters contact and bending stresses. Therefore, it is essential to understand the effects of misalignment in spline couplings. Using a simplified system of helical gear pair, Hong et al. examined the load distribution along the tooth interface of the spline. This misalignment caused the flank contact pattern to change. The misaligned teeth exhibited deflection under load and developed a tilting moment on the gear.
The effect of spline misalignment in rotor-spline couplings is minimized by using a mechanism that reduces backlash. The mechanism comprises cooperably splined male and female members. One member is formed by 2 coaxially aligned splined segments with end surfaces shaped to engage in sliding relationship. The connecting device applies axial loads to these segments, causing them to rotate relative to 1 another.