Braunkohle, Surface Mining, 51 (1999) Nr.

5 September/Oktober

Overload behaviour of coupling combinations

Investigations on the overload behaviour of coupling combinations on the basis of a simulated bucket-wheel excavator drive
G. Kunze and S. Graul, Dresden R. Finzel and H. Hoffeld, Crailsheim

1.

Problem

Design upgrades of bucket-wheel excavators are aimed at the extraction of inhomogeneous and ever harder minerals. This results in much higher stress for the entire unit. In order to ensure stability and avoid damage to individual components it is therefore all the more important to prevent undue loads. Such loads originate primarily from the digging process (special events). Therefore, the drive system of the bucketwheel excavator is usually protected by two independent systems. For electrical systems this means limiting the motor current intake, mechanical or hydrodynamic systems use a torque-controlled coupling. Although this approach has proven itself in the past, it is still only of limited use when it comes to reacting to extremely short or high torque jolts, because of the existing saturation effect in electrical machinery and, most of all, because of the overall

inertias in the drive line. These requirements, described on the basis of a bucket-wheel drive, apply to the majority of electrically powered driven machines. The bucket-wheel excavator is merely used as an example. The drive of a bucket-wheel is determined by the required digging and lifting performance. The resulting torque Terf is multiplied with the application factor ka, resulting in the actual nominal torque Tn. There are no standard definitions regarding the scale of the application factor. DIN 3990 is based upon ka = 1.75, and [1] to [3] refers to simulated or measured values of ka = 1.33 to 3.3. The application factor takes all dynamic additional loads into consideration and depends on the driving and the driven machine. In practice, dimensioning occurs in such a way that the drive components with an operating factor (ka 1.6) are specified to have high fatigue limits and simultaneously able to toler-

ate a finite number ( 105) of shocks (shock factor ks = 2.2 related to Tn). The service life of the drives is usually quoted with 50.000 operating hours. The application and the shock factor are determined by processing and engineering aspects and by relevant experiences of the machine manufacturers. Modern dimensioning methods use load collectives, as far as these are available from previous measurements. A limitation of the motor current is always assumed when selecting a suitable overload protection device. The limitation is usually set in such a way that the electric motor is switched off with a time delay of 2 to 10 seconds in the event of the nominal torque being exceeded 1.5 times. The mechanical safety devices are expected to respond (TSchalt) in dependence on the plant design at 1.3 to 1.7 times the nominal torque. Additionally, they are required to fulfil the following requirements:

Fig. 1 Characteristic curves of torque-controlled couplings (overload couplings); a) Torque T depending on slip s; b) Torque T depending on duration t of a operating process: 1 Friction coupling (load-holding); 2 Magnetic powder coupling (limited load-holding properties); 3 Fluid coupling (load-holding); 4 Shear pin coupling (load-separating); 4.1 Coupling with delayed gripper elements (load-separating and automatically re-setting).

Braunkohle, Surface Mining, 51 (1999) Nr. 5 September/Oktober

Overload behaviour of coupling combinations event of overload there is a slight relative movement between shaft and hub, during which the shear-off valve opens and instantly takes pressure off the pressure sleeve (load separation). Since the hub is fixed to the shaft through roller or sleeve bearings, the coupling will not suffer any damage from unrestricted spinning. The release torque depends on the excess pressure in the pressure sleeve and can be adjusted with relative precision. The valve head is replaced after each release, and the pressure sleeve needs to be pumped up again. A Safeset -safety coupling without shear-off valve operates over a limited time-span and with a limited slide path and is hence loadholding. Against this background, a special drive system for armoured-face conveyors was developed. The principle is based on the combination of a fluid coupling with a special face curve and a loadholding Safeset-safety coupling. The components are to be combined in the sequence "electric motor fluid cou pling gearbox Safeset -safety coupling". The fluid coupling allows the start-up (break-away) of the plant under various conditions. If partly filled, creep speed operation is possible. In the event of an overload (e. g. through blockage or increased operating resistance) the fluid coupling limits the maximum torque in accordance with its characteristic curve, and the chain can be stopped whilst maintaining its torque at 100% slip. Other components are not endangered, because the reaction and slip torque only correspond to the maximum systems torque provided by the motor (asynchronous motor pull-out torque). If the chain is subjected to a sudden increase in tension (e. g. by a chain blockage close to the drive), the high amount of delayed masses would result in peak torques in the driveline. The short length of chain is unable to absorb this. In this case, a slip movement is created, while the drive line is not separated via the Safeset -Safety coupling. During the compensating slide movement, the slip is increased and hence also the torque transmitted from the fluid coupling to the Safeset. This occurs until the kinetic energy of the moved masses has been exhausted. Since the pull-out torque of the fluid coupling is always lower than the sliding torque, the Safeset is re-set. The sliding movement between the shaft and the hub "grips" again and the fluid coupling continues to limit the transmittable torque.

Fig 2 Operating principle of Safeset safety coupling: 1 Shear-off valve; 2 Hub; 3 Pressure sleeve; 4 Shaft

of the precise coupling characteristics (e. g. operating speed), and on the other hand because of the impact on the operating properties as a result of drive dynamics. Any reciprocal effect on the reaction behaviour resulting from this needs to be taken into consideration. Drive simulation is therefore imperative for the safe design of an overload device. This simulation is equally important for the identification of measuring collectives. Unfortunately, this research directive is not adequately supported. The main difference in the operating behaviour of overload couplings is characterised by operating principles such as auto re-set, load-separating and load-holding". Generally, and this also applies to the drive system reviewed in this paper, friction, safety, shear-pin, fluid and magnetic powder couplings are used for such applications [4]. This also applies to friction brakes combined with a triple-shaft planetary gear [5]. A comparison of principle coupling curves (Fig. 1) shows that slipping (power loss) fluid couplings transmit high, load-holding torques. Considerable losses also occur during operation with friction and magnetic powder couplings. Owing to their unstable friction characteristics, friction couplings provide insufficient operation precision. Major disadvantages are friction wear and fatigue of shear pins or other reaction elements. Magnetic powder couplings are thermally sensitive. If the powder is overheated, it will weld together, resulting in downtimes. With a view to quick operation re-starts, shear-pin couplings are becoming less and less attractive. The above evaluation suggests that none of the popular coupling types meets the complex requirements for effective overload protection. Therefore, a combination of fluid and Safeset safety couplings would present an innovative solution. To prove this, the relevant drive characteristics were examined through simulation and are outlined in the following. Depending on its operating characteris tics and its design, the Safeset -safety coupling (Fig. 2) can be allocated to the group of load-separating or load-holding overload couplings. It uses a frictionlocked oil-pressure sleeve for its operating mechanism. Its very low mass inertia and compact design also present an advantage. The hollow pressure sleeve between shaft and hub can be pumped up to nearly 1000 bar and is tightly closed via the shear valve. In the

Interruption of the driveline, as clo-

sely as possible to the place of overload (bladed wheel), in order to decouple mass inertias of all highspeed drive components. cision (operating precision), in order to avoid unwanted switch-off.

Reaction with high separating pre Re-start of operation after switch-off

without time delay, in order to avoid downtimes. bility for heavy-duty operation, no measuring technology or electronic control. Avoidance of wear, thermal overload or maintenance. Overload protection with torque-controlled couplings rely on friction or formlocking devices in the driveline. Couplings that have been developed for this purpose distinguish themselves by their design, but also regarding their precision and reaction speed. Apart from selecting the coupling, the definition of a suitable place of installation in the driveline is also decisive for the effect of a certain overload protection system. A problem is presented by the unpredictable systems behaviour of an overload-protected drive on the one hand because of insufficient knowledge
Fig. 3 Bucket wheel drive scheme: 1 Gearbox; 2 Coupling; 3 Electric motor; 4 Main gear; 5 Bucket wheel; 6 Main shaft; 7 Rotating planetary gear (power-split)

Adjustability of release torque; suita-

Braunkohle, Surface Mining, 51 (1999) Nr. 5 September/Oktober

Overload behaviour of coupling combinations object. Each of the motors has an overload coupling and a gearbox, acting on a power split planetary gearbox. This driveline exists in threefold. The planetary gears transmit the torque via two gear spindles and a total of 6 pinions of the main gearbox to the main wheel which is connected with the bucket wheel via the main shaft. The described drive structure and all drive characteristics (stiffness, damping, inertia, etc.) are incorporated in an SIM drive model. This is a model with concentrated parameters. It is necessary to simplify certain aspects of the model gearbox, e. g. criteria like tooth backlash are disregarded. The gearbox inertia is distributed to adjacent knots in relation to the transmission ratio. The model takes efficiencies into consideration. the selfoperating overload coupling is available as a model object in the ITI-SIM . For the modelling of the fluid coupling and the Safeset -safety coupling, relevant measuring data from test bed trials are used. The torque requirement at the main shaft is approximated to the parameter of the bucket wheel by means of a displaced sinus function, depending on the torsional angle (see high load frequency in Fig. 5). This kind of excavating power for bucket wheels is known from own measurements. The simulation of various overload conditions during the excavation process occurs by modifying the increase of torque at the bucket wheel. In order to simplify the operation, the model objects required for torque (extraction and lifting resistance), fluid coupling und Safeset are combined in macros. The electric grid for the power supply of the motors is regarded as ideal and hence represents a model limit. Following relevant experiences, the boom of the bucket wheel excavator is incorporated in the model formation as dampened singlemass model. This appears necessary, since its dynamic behaviour greatly influences the torque requirements and hence the systems behaviour of the drive (see low load frequency Fig. 5). Fig. 4 represents the described simulation model with software environment. It is constructed in such a way, that the following 10 variations can be calculated:

Fig 4 SIM-model for bucket wheel drive (case study 7)

With a drive design like the one described it is possible to combine the special reaction and overload characteristics of two torque-controlled couplings. New solutions are expected especially for such machines, where starting under load and protection against static und dynamic overload are identical. This applies e. g. to compressor, pump, shredder, belt conveyor, bucket wheel and bucket chain conveyor drives. Using the example of a bucket wheel excavator, this effect will be explored in the following, taking any systems influences into account.

Simulation tool and model formation

The software used for the simulation is . ITI-SIM3.0 It has a visual, interactive development environment with standard Windows surface. Drive models are constructed with model objects from various technical genres and placed on the surface, combined and parameterised by the mouse. The model objects do not restrict the flexibility, since freely definable objects and program interfaces are available in form of userDLLs. The advantage of this software is that it allows the easy creation of one and two-dimensional, multiple, translatory and rotary models. Additionally, comprehensive analogue and digital control processes can be illustrated. Individual model objects or groups can be combined, shown and administrated as macros. A bucket wheel drive rated at 3 x 1680 kW (Fig. 3) is used as a research

Fig. 5 Torque at the bucket wheel across the duration of a slew path (representative measuring example)

Braunkohle, Surface Mining, 51 (1999) Nr. 5 September/Oktober

Overload behaviour of coupling combinations to 6, a release torque is set which corresponds with the transmission ratio, in order to be able to compare the simulation results. The pre-set torque increase at the bucket-wheel for the load situation blockage is identical with all simulations. The most important results are summarised in Figs. 6 to 8. Fig. 6 shows the flow of torque in the main shaft, while the bucket-wheel is blocking. The torque increases demonstrate that the load with all case studies with Safeset and fluid coupling is lower than that for the variations without fluid coupling. Fig. 7 shows the relevant maximum and minimum torque increase of case studies 1 to 6. Here it becomes clear that the installation point of the Safeset safety coupling is decisive for the systems behaviour. The closer the Safeset is positioned to the bucketwheel, the lower the increase. This behaviour is explained by the fact that the torque increase needs a certain time in order to reach the overload coupling, due to spring stiffness and inertia factors. Until slipping occurs, the torque in the main shaft can therefore rise further. In case studies 3 and 6 (Safeset at the main shaft), the main shaft torque equals that of Safeset safety coupling. A time delay until the overload coupling reacts is hardly noticeable here. Energy losses and slip angles for the different case studies are shown in Fig. 8. Here it becomes clear that the energy to be absorbed by the overload couplings increases the closer it gets to the bucket wheel. This helps to recognise the transmission efficiency taken into account in the model. The longer the distance to be covered by an overload in the driveline, the lower the energy that has to be taken up by the overload coupling. The sliding paths and slip angles decrease with the proximity of the overload coupling to the bucket-wheel, since the release torque is increasing while the energy losses to be absorbed remain virtually identical. As a result of the statements made so far, the most favourable installation pint for the Safeset safety coupling is the main shaft of the bucket-wheel. This finding is not new, because technical solutions for this issue were already sought some 60 years ago [5]. Today, the market is able to offer overload couplings (Safeset) with very high release torque (up to 36000 kNm).

Fig. 6 Torque at main shaft simulation of load situation "blocked section Model Drive concept variation 1 2 Fluid coupling and Safeset before planetary gearbox

Fluid coupling and Safeset before main gearbox (simplified model) Fluid coupling and Safeset before bucket wheel Safeset before planetary gearbox Safeset before main gearbox Safeset before bucket wheel Fluid coupling and Safeset before main gearbox (detailed model) Fluid coupling Multiple disc friction coupling on motor shaft Sun wheel with friction brake, triple shaft planetary gearbox and torque scales

3 4 5 6 7

The case studies are allocated several parameter variations, resulting in a high number of simulation calculations. Each simulation comprises the following operating conditions: start-up, remaining in idle, start-up of section, remaining in section, special situations (e. g. blocked section).

Simulation results

8 9 10

First of all, a place is determined which would present the best installation conditions for the Safeset safety coupling. For this, case studies 1 to 6 are used. The parameters are adjusted to the special characteristics of Safeset, i. e. the selected release torque is so high that the slipping angle of the Safeset remains low owing to the very low slipping capacity. Case study 1 forms the starting point, where the release torque of the Safeset is set to 2.5 times the pull-out torque TK of the fluid coupling under consideration of the transmission ratio. For the remaining case studies 2

Fig. 7 Minimum and maximum torque increase at main shaft simulation of load situation blocked section

Braunkohle, Surface Mining, 51 (1999) Nr. 5 September/Oktober

Overload behaviour of coupling combinations crease achieved by this can be seen in Fig. 9. This reaction behaviour is sufficient for bucket-wheel drives. The chronological sequence of certain quantities prior to and during a blockage of the bucket-wheel is shown. The release, slip and re-setting can be seen from the flow of torque in the Safeset. The torque in the main shaft increases further even after the Safeset has released, because the inertias to be delayed are very high. After the kinetic energy has been absorbed by the slipping Safeset , the drive line closes again. This can also be seen from the speed curve of the primary and secondary side of the Safeset. The behaviour of the fluid coupling ist of greatest importance for the operation of the drive system. Owing to the blockage in the bucket-wheel, the speed in the driveline (see turbine speed) is decreased. Since the motors are not switched off in oder to maintain the starting torque, the slip increases and hence also the torque transmitted by the fluid coupling. Such an increase in torque is often sufficient for clearing the blockage of the bucket-wheel. Should this not be the case, the torque of the fluid coupling increases until pull-out torque has been reached. At this point in time, the torque already tends to fall. This demonstrates that the overload in

Fig. 8 Energy loss and slip angle in the overload coupling simulation of load situation blocked section

The relocation of the installation point to the gear spindles of the main gearbox (case study 2) represents a reasonable compromise (technology, costs). Since the planetary gears operate on a powersplit principle, only one Safeset safety coupling is required. The installation space needed for the Safeset is very small, it can therefore be integrated into one of the gear spindles.

Further investigations are carried out with case study 2. For this, an extended case study 7 is created in which the power-split is reproduced. The torque increases established so far (high torque increases, low slip angle) are too high even for optimum installation points of the Safeset safety coupling. The release torque in case study 7 is therefore set to 1.7 times the pull-out torque of the fluid coupling. The torque in-

Fig. 9 Simulation results for case study 7 load situation blocked section

Braunkohle, Surface Mining, 51 (1999) Nr. 5 September/Oktober

Overload behaviour of coupling combinations torque at 2300 kN/. This equals a blockage of the bucket-wheel after a rotation of 2. Since such a situation hardly ever occurs in practice, the simulation was discontinued at this point. In order to be able to evaluate the reviewed also in relation to other overload couplings, three further models (case study 8 10) were created. These are classic overload situations which are largely identical with the parameters of case study 7 stiffness, damping, inertia, increase of circumferential force and release torque. As a comparative criteria, the torque increase in the main shaft prior to and during the blockage is shown in Fig. 11. Case study 9 (multiple disc coupling) has the highest torque increase, since the coupling only takes up the inertia of the motor from the driveline. Case study 8 (fluid coupling) on the other hand shows a lower torque increase, because the fluid coupling limits the torque provided by the motor to its pull-out torque. Case studies 7 (Safeset safety coupling and fluid coupling) and 10 (brake in triple-shaft planetary gear) are equal from a torque limitation point of view. This can be traced back to the virtually identical installation point of the limiting elements. Consequently, the torque increase depends largely on the inertia which, after release of the relevant limiting element, is still connected with the main shaft. Once the brake in the triple-shaft planetary gear has released the driveline in model 10, the torque in the main shaft decreases rapidly. This results in load alternations with low amplitude. In model 7, the driveline is not separated and the kinetic energy can reduce in the Safeset safety coupling. The friction torque of the Safeset has a dampening effect in the driveline.

Fig. 10 Torque increase in the main shaft, maximum slip angle and energy loss in the Safeset -safety coupling, moment when pull-out torque of fluid coupling is reached, in dependence on increase of circumferential force at the bucket-wheel for case study 7.

the main shaft is not caused by the increasing torque of the fluid coupling, but exclusively by the sudden delay of high inertias. If the bucket-wheel cannot be freed with the pull-out torque of the fluid coupling, its operating point shifts to the breakdown area of the motor curve. With the help of simulation it was also possible to establish that a change of the pre-set torque increase (excavation process) results in different reaction behaviour. This is why the torque increase here treated as an increase of circumferential force at the bucketwheel will be varied for the following simulations. During the excavation process, the circumferential force can experience big (sudden blockage of the bucket-wheel) or small (smooth blockage of bucket-wheel) changes. In this paper, its increase varies between 550 kN/ and 2300 kN/. The measuring unit describes the increase of the circumferential force per degree of

bucket-wheel rotation. The results of the simulation are shown in Fig. 10. In the 500 550 kN/ range, the increase of force is so low that the Safeset is not released. This can be seen from the fact that the slip angle shows the value zero. The maximum torque increase in this area is 1.7 times the pull-out torque of the fluid coupling. The Safeset is released from 550 kN/. The maximum torque increase increases 1.8-fold and remains initially in this range. From 950 kN/ onwards, the maximum torque increase in the main shaft rises further. This indicates that the Safeset is no longer able to limit the torque on its own. The fluid coupling is increasingly involved. It reaches the point of pull-out torque excess earlier and earlier. The time span between der start of the blockage (t = 0) until pull-out torque is reached can be read. In the last simulation variation, the torque increase reaches a value of 2.2 times the pull-out

Summary

Fig. 11 Torque increase in the main shaft for case studies 7 10.

The simulation of multiple drive variations represents the investigation of individual situations at a real bucketwheel drive. The results may however also be transferred to similar drives. The reviewed combination of two load-holding overload couplings (fluid and Safeset safety coupling) represents a technically interesting solution. With this coupling combination, the drive under review shows a much more favourable behaviour from an availability and component-wear point of view than with any other overload coupling. Equal results are achieved with an active brake in a triple-shaft planetary gear. The brake solution is however likely to cause much higher expense with a view to design and control systems. Such a drive requires an extensive and failure-insensitive measuring system, in order to determine the release torque. Such

Braunkohle, Surface Mining, 51 (1999) Nr. 5 September/Oktober

Overload behaviour of coupling combinations

equipment is not required if fluid and Safeset safety couplings. Deriving from own experience (e.g. with armoured-face conveyor) and the investigations described earlier, it can be established that the suggested coupling combination is particularly suited for machines with process-inherent blockages. This characteristic can also be allocated to many other mining and materials handling machinery. It was also possible to demonstrate that alternating situations in the systems behaviour of the driveline have a strong influence on the operation of overload couplings. Adequate selection of couplings and calculations in order to avoid overloads can only be done by means of simulation. Modern drive technology can no longer do without it.

Literature
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Wnsch, D.; Christianhemmers, A.; Schlecht, B.: Simulation zur Auslegung von Schaufelradantrieben. In: Antriebstechnik. - Mainz 37 (1998) 5. S. 142-145 Van den Heuvel, B.: Metechnische und rechnerische Untersuchungen zur Bestimmung der Betriebs- und Sicherheitsfaktoren von Verzahnungen in Schaufelradantriebssystemen. In: Braunkohle. - Clausthal 46 (1994) 9. S. 4-14 Pajer, G.; Kurth, F.; Pfeifer, M.: Tagebaugrogerte und Universalbagger. - 2. Aufl. - Berlin: Verlag Technik, 1971. - 296 S. Schlecht, B.: Planetengetriebe als berlastsicherung in Sonderantrieben. In: Antriebstechnik. - Mainz 36 (1997) 10. - S. 28-31 Schlecht, B.: Effektive berlastsicherung in Schaufelradantrieben. In: Braunkohle. Clausthal 50 (1998) 1. - S. 9-14

Authors
Dr.-Ing. R. Finzel und Dipl.-Ing. H. Hoffeld Voith Turbo GmbH, Crailsheim Prof. Dr.-Ing.habil. G. Kunze and Dipl.-Ing. S. Graul Technische Universitt Dresden Institut fr Frdertechnik, Baumaschinen und Logistik

[2]

[3]

[4]

[5]