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Installation, Operation and Maintenance

Installation

Sequence of operations

1. Check that the shaft end is running true.2. Fit the keys into keyways and lubricate the shaft (eg. with Molykote etc.)3. Place the turbo coupling on the shaft (see fig. 6).4. Using the mounting spindle and the thrust disc, the turbo coupling is mounted on the shaft,

(Fig. 7).The coupling hub must press against either the shaft; collar or face of the shaft end

dependant on the variant5. The coupling must be fixed axial ly by means ofholding screw, lock washer and retaining

ring.

Rotation of the retaining ring is prevented by a locking pin or a spring washer. (Figs. 8 and9).

6. Mounting the hub of the connecting coupling.

Figures 6 to 11

Unsuitable mounting aids (eg. pressure plates, hammer, welding torches etc.) must not be used. (Figs. 10 and

11)

Alignment

Always remember that only a perfect alignment of motor and gear shafts ensures a smooth running of theturbo coupling and a long life for the whole unit.

Sequence

1. The driving machine must be mounted in its final position. The foundation bolts must befirmly tightened.

2. Fit the flexible element in the connecting coupling.3. Push the motor up to the driven machine. To allow the motor to be correctly aligned, the feet

should be adjusted by means of shims or foil plates. Locking plates and adjusting bolts on thefoundations are an advantage for sideward adjustment.

There are several possibilities for aligning by means of depth gauge is sufficient. A more precise alignment by

means of a dial gauge is also possible. This method is shown in Fig. 13.

Figure 12 and 13

Flexible Couplings; alignment value and tolerances.

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Figure 14

Coupling size ERK ,L' EPK ,L' ENK SV ,L' in mm ENK SX ,L' PFK ,L'

133 124+1 -- -- -- --

154 143+1 -- -- -- --

154D 165+1 -- -- -- --

206 183+1 -- -- -- --

206D 223+1 -- 56,51,5 110,51,5 1060,5

274 255+1 781 672 158,52 1060,5

274 295+1 781 672 158,52 1060,5

366 -- 781 672 158,52 1160,5

422 -- 1021 722 1732 1410,5

487 -- 1061 87,52,5 1902,5 1480,5

562 -- 1161 102,52,5 2212,5 --

650 -- 1521,5 125,52,5 2742,5 --

750 -- 1631,5 127,52,5 2762,5 --

866 -- 1891,5 127,52,5 287,52,5 --

1000 -- 2101,5 127,52,5 287,52,5 --

1150 -- 2101,5 -- -- --

Alignment tolerance

Coupling Size up to 487562 up to 750

in mm866 up to 1150

Speed (min')

up to 750 0,6 0,8 0,8

up to 1200 0,4 0,6 0,6

up to 1800 0,3 0,4 --

up to 3600 0,2 -- --

The alignment tolerance for the various types and sizes of couplings are listed in the table.

To eliminate axial restraint forces, the dimension "L" must be maintained under all circumstances.

Both the driving and driven shafts should align in operation. When aligning, the extension of the shafts due towarming-up in operation must be taken into account.

When the motor foot bolts and flange bolts of the connecting coupling have been tightened, the alignmentshould be rechecked.

Permissible alignment tolerances

(Valid for all connecting couplings).

Dial gauge readings via radial displacement of the shaft, (measured in the area of the flexible seal) anddeviations in trim (measured at the largest diameter) All values in mm.

The flexible connecting couplings can only take up a limited shaft extension.We recommend that the value 0 should be aimed for, for wear reasons.

Filling Fluids and Quantities

The oil filling has a considerable influence on the torque transmitted by the turbo coupling.

The quantity of fluid to be filled into every coupling is given in the order confirmation or the filling quantity canbe estimated in accordance with the motor power.

The exact quantity to be filled should be determined from the actual power transmitted or by measuring thecoupling slip and motor current.

Normal operating conditions

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The following operating fluids have proved satisfactory under normal operating conditions:

Viscosity :ISO VG 22

ISO VG 32

Pour point :below -24deg C (-11,2 deg F)

Viscosity on starting :< 15 000 mm2/sec.

Flash point :> than or equal to 175 deg C (347 deg F)

Refined product, highly resistant to ageing. Compatibility with seal materials of Perbunan or Viton.

Exceptional operating conditions

Often, in the course of completing an order or during tests, special operating conditions are determined. Ifconditions should change, we ask that you should refer to us.

Important exceptional conditions can be:high ambient temperature,high starting frequency,high moment of inertia.For such applications, a mineral oil should be selected with particularly good oxidation resistance.

Starting and operating at low ambient temperatures :The pour point of the mineral oil should be similar to or below the lowest coupling starting temperature.

Application in explosion-proof areas :

Dependent on the explosion-protection requirements special criteria are to be considered for oil fillingdetermination. For this case the guide values in the filling quantity tables on page 8 and 9 are not suitable. In

few cases the filling quantity specified by t

he supplier (in t

he order confirmation or on t

he labels) is to beobserved.

The greater the filling volume, the greater the motor load on starting and the smaller the slip for the sametorque transmission and thus the greater the slipping torque.

Water used as operating medium :

Please refer to our supplement No. 3.626-7432 e which describes specifically the difference between watercoupling and the oil couplings outerhed in this manual.

When using high-flash paint pressure fluids :

The seal material must be Viton. The filling quantities will differ from those used for mineral oils (ask Voith fordetails).

The manufacturer's usage directions should be followed. Fluids on a phosphoric acid ester basis must not be

allowed to escape into the environment.

Any suc

hfluid t

hat escapes s

hould be absorbed wit

hsand anddestroyed by high-temperature combustion. In order that the fluid in the coupling does not spray out through

the fusible plug, we recommend the fitting of a thermostatic switching element.

Special instructions apply to applications for underground mining.

Special requirements for high-flash point pressure fluids :

Viscosity: up to approx. 35 mm2sec. at 40 deg C (104 deg F)Highly resistant to ageing and compatible with Viton as sealing material.

High-flash point pressure fluids for general application (not for mining operations below ground) :

BP Olex SF-D 0207 ZFMobil control fluid HFD 46 (starting temperatures not below -20 deg C [-4 deg F]).

Mineral oils for normal operating conditions :

Oil types :HD-motor oil SAE 1OWATF, Type A

ATF, Suffix AATF, Type Dexron 11

H-L, DIN 51524, part 1H-LP, DIN 51514, part 2L-TD, DIN 51515, part 1Special oils for hydrodynamic drives (turbo-couplings)

Proposed oils :

H-L or H-LP oils:

Agip OSO 32

Antar ELF Misola H 32

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Aral Degol BG 32

Aseol Plus 16-110

Autol Hydr-OI HY-S 32

Avia Avilub Hydr. Oil RSL 32

Beverol Hydro T 32

BP BP-Energol HLP 32

Caltex Rando Oil 32

Castrol Hyspin VG 32

Chevron EP Hydr-Oil 32

Deutzer Oel KG Deutz Oil HLP 32

Elf Elf Olna 32

Esso Torque Fluid N 45

Fina Hydran 32

Fuchs Renolin MR 10

Kuwait Petroleum Hydraulic Oil 32

Mobil Mobilfluid 125

Oest Hydr.-Oil H-LP 32

Optimol Hydo MV 5035

Reiner DTA 10

Shell Tegula Oil 32

Texaco Rando Oil 32

Total Azolla 32

Valvoline M5-C 600B

Wenzel Weidmann Ecubsol Turbo 32

Wintershall Wiolan HF32 Turbofluid

Wisura Kineta 32V

Filling and Filling Control

Tightening torques and seals for filler plugs and fusible plugs

Screwthread

M8 M10M12 x1.5

M14 x1.5

M16 x1.5

M18 x1.5

M22 x1.5

M24 x1.5

M36 x1.5

Tighteningtorque

15Nm 25Nm 38Nm 55Nm 72Nm 95Nm 150Nm 180Nm 450Nm

Flat sealring

A DIN 7603

Al

8 x14mm

10 x16mm

12 x18mm

14 x20mm

16 x22mm

18 x24mm

22 x29mm

24 x32mm

36 x44mm

Care should be taken only to use original seal rings that are in perfect condition and not badly deformed for thefilling plugand fusible plug.

Figure 15

The correct oil filling level is important for the trouble-free operation of every Voith Turbo coup- ling. For this

reason we recommend that the oil level be checked at regular intervals.

Warning: Voith Turbo couplings may only be fi lled to a maximum of 80% of their total capacity. No attempt

should be made to top up the filling by rotating the secondary parts or by pouring oil through the fusible plugscrew bore, since any excess oil, when heating up, would tend to build up an inadmissible pressure inside thecoupling while in operation.

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Damage (from simple leakage up to complete mechanical breakdown) to the Voith Turbo coupling could be theresult.

Filling and checking of the filling level are carried out as follows :

Horizontally installed couplings :

Filling :1 .Remove the filling plug

2. Remove the topmost fusible plug.3. Fill the coupling with the prescribed quantity of oil.4. Rotate the coupling until oil just begins to spill out of the fusible plug hole.5. To provide a means of checking the oil level, make a mark on the coupling and another mark opposite to it

on the driven machine or guard with the coupling in this position.6. Replace the filling plug and fusible plug and tighten.

Checking :

1. Remove the filling plug and topmost fusible plug.2. Turn the coupling until the checking marks (see 5 above) are in line with one another.

3. Top up if necessary.4. Close the openings oil tight.

By means of our sight glass (for turbo couplings from size 366) a check of the filling quantity is possible

without opening the turbo coupling. Also please refer to print CR 160.

Important :

Screw the sight glass into the turbo coupling axially only.For sizes 366 and 422 a subsequent installation is possible by replacing the sight glass by a blind screw. For

sizes 487 to 1150 a standard sight glass is available.

Vertically installed couplings :

Filling :1. Remove the filling screw.

2. Mount the filling control device (see installation plan, special accessory Item No. 1300).3. Fill the coupling with the prescribed quantity of oil.

4. Mark the level of the oil in the gauge pipe or on the gauge hose on the coupling.5. Close the filling plug.6. Remove the filling control device and close off the valve with a screwed plug.

Checking :

1. Remove the filling screw.2. Mount the filling control device.

3.Ch

eck the filling level against t

he marks.4. Top up if necessary.

5. Close the filling plug.

6. Remove the filling control device and close off the valve with a screwed plug.

With multiple-motor drives, the oil fillings of the different turbo-couplings must be matched so as to obtainproper load distribution.

Warning!The load matching check should still be made even when the motors used are identical and the

same turbocouplings are used (due to tolerance characteristics).

Such load distribution can best be achieved by connecting an ammeter in series with each motor. Shouldthe readings on the ammeters differ, the oil fillings should be corrected until each motor draws approximately

the same current from the mains.

Please note:A sufficiently sized oil catch pan should be placed underneath the turbo coupling for filling and draining, to

prevent that oil gets in the soil.

Commissioning

Note: When switching off the unit, do not touch the turbo-coupling without protecting your hands, since it may

be hot.

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Figure 16

The turbo couplings can principally be driven in either direction. When the installation is switched on for the

first time it is important to cheek that the coupling runs in the direction required by the installation. Whenusing a turbo coupling, the squirrel-cage motor is usually switched on directly. If the capacity of the mains

supply makes a star-delta starting circuit necessary then the switch-over from star to delta must be made asrapidly as possible, at the latest after 3 seconds.

The machine protection laws require that a suitable anti-contact guard must be fitted. For details see sectionon Maintenance.

Cleaning the external coupling:

It is not allowed to clean the turbo-coupling by means ofhigh-pressure cleaning equipment. It may happen

that the grease in the dust lips or shaft sealing rings may be washed out or pressed underneath the sealing lip,which would cause leaks or destroy the shaft sealing ring.

When the motor rated speed has been reached, the driven machine must start to turn. If this does not happen,

the cause can be excessive stiffness, or a jammed machine which must be repaired immediately.

Each turbo coupling is checked for leakage before it leaves the factory and must not lose any oil.

To ensure that the oil filler plug is closed to an oil -tight seal, and that no leaks are present, make a seal

leakage test with a strip of clean paper as shown in Figure 16. Any oil spray will then become visible on thepaper.

Only original sealing rings in perfect condition, and which are not deformed should be used for filling and

fusible plugs. Tightening torques and dimensions of sealing rings see table in Filling and Filling Control section.

Maintenance

When the requirements for size, installation, alignment and filling have all been correctly complied with, then

Voith Turbo couplings require virtually no maintenance and require virtually no operational supervision.

The temperature is highly dependent on the local operating conditions (number of starts, mass beingaccelerated and ambient temperature) and when in continuous operation the temperature should not exceed

85 deg C (185 deg F). To provide good cooling conditions the ventilation of the turbo coupling must not behindered by closed surface protective guards. We recommend that all guards be constructed from expanded

metal or perforated metal sheet.

For reasons of demonstration, the photos in this section do not show any guards.

A regular oil change is not necessary. Depending on the thermal stress to which the oil is subjected, the same

oil filling may be used for several years. We recommend however, that the oil be checked for ageing afterapproximately 15,000 hours of operation, and changed if necessary.

If the flexible material of the connecting coupling suffers high wear (this should be checked periodically) the

alignment should be checked and corrected where necessary.

If the fusible safety plugs have melted due to overloading or jamming of the driven machine, the coupling

must be filled with new oil. It is very important that only genuine Voith fusible safety plugs be used.

After the fusible safety plugs have melted, shut off the unit to prevent the bearings from running dry.

Care must be taken to select the correct melting point fusible safety plugs.

Please note the admissible temperature limit in each case when using in an explosion-proof area.

Melting Point Colour

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110 deg C (230 deg F) yellow

140 deg C (284 deg F) red

160 deg C (320 deg F green

180 deg C (356 deg F) blue

By using our "Thermal warning equipment", the melting of the fusible safety plugs can be

prevented. Remaduning by the manufacturer is only required on subsequent installation to becarried out on coupling size 274.

Warning!

The fusible safety plugs must not be exchanged for solid screws under any circumstances.If the coupling has heated up considerably, or when the safety plugs have melted, the bolts aroundthe circumference should be tightened.

Defects

Observation Possible Cause Remedy

Rated speed

not reached

Drive motor defective or

incorrectly connected

Check motor (speed, current consumption

etc.)

Driven machine jammedCheck drive machine and remove cause of

jamming.

Power consumption of driven

machine too highCheck power consumption and cross-check

with standard data.

Too much oil in the coupling,

motor does not reach rated speed

Check oil filling details as referred to in the

beginning of this page.

Oil filling too low a) Check oil filling details as referred to in

the earlier in this page.

Coupling leaking b) Check as shown in earlier in this paper.

Fusiblesafetyplug melts

Oil filling too lowa) Check oil filling details as referred to in

the earlier in this page.

Coupling leaking b) Check as shown in earlier in this paper.

Power consumption of drivenmachine too high

Check power consumption and cross-checkwith standard data.

Motor running to long in starmode

Speed up switch-over to delta.

Installation

runsunevenly

Bad alignment Realign as described earlier in this page.

Bearings damaged

Check installation. Check and localize noise

and vibration by sound and measuring.Replace bearings

Foundation fittings loose Check and tighten foundation fixings

Dismantling

Figure 17

For dismounting the turbo coupling the drive motor must be disconnected and withdrawn.

After removing the holding screws and holding disc, the turbo coupling can be withdrawn.

Warning!

The withdrawal may only be made via the steel coupling hub, with the aidof a screw extractor. Never withdraw by means of the housing.

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To ensure that the screw extractor is not applied with a bending moment, which would cause it totip and gauge, it must be applied immediately beside the hexagonal head and the thread must belubricated (e.g. Molycote, oil).

Mounting and pulling off device

Figure 18

Coupling sizetype

L Q SW

274 T1)274 DT1)

360360

GG 36

366 T, TV, TVV 350 G 1 46

422 T, TV, TVV487 T, TV, TVV

460 G 1 55

562 T, TV, TVV

650 T, TV, TVV650 G 1 60

750 T, TV, TVV

866 T, TV, TVV 800 G 1 70

1000 T, TV, TVV1150 T, TV, TVV, DT

1000 G 2 75

1) A bush with male thread G 1 and female thread G is required for removal

Figure 18

Coupling sizetype

L1 ca. L2 Q1 SW1

274 T, DT 450 30 M10M12

M16M20

M24

1719

2430

36

366 T, TV, TVV 475 150 M10

M12M16M20

17

192430

422 T, TV, TVV 475 160 M12M16

M20

M24

1924

30

36

487 T, TV, TVV 650 190 M16M20

M24

2430

36

562 T, TV, TVV 780 210 M16M20M24

243036

650 T, TV, TVV 780 245 M20M24M30

303646

750 T, TV, TVV 780 300 M20

M24M30

30

3646

866 T, TV, TVV 1000 340 M20

M24

30

36

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M30 46

1000 T, TV, TVV1150 T, TV, TVV, DT

1150 480 M30M42

4665

Repairs

Whenever possible couplings needing repair should be returned to the factory and otherwise onlybe repaired by correctly instructed skilled personnel.

Normally the individual parts are balanced and are interchangeable. In cases where a particularlysmooth, even running is necessary, the turbo coupling is completely balanced and the parts are

marked at the factory.

Dismantling :

Drain the oil out of the coupling. When the parts have been marked and the peripheral screws havebeen removed, the primary wheel and the casing can be removed. To prevent damage to the sealing

surfaces, the removal should not be made with the aid of chisels, or screwdrivers or similar tools.Only pulling screws may be used. The parts should be carefully cleaned and the sealing surfaces

carefully inspected. They may be cleaned and re-polished by means of a piece of emery clothwrapped round a flat file.

The shaft seals should now be removed and the roller bearings, which for sizes 366 and above arefitted by means of spacer rings (spring plate) in the primary wheel and the casing should be

withdrawn from the coupling hub.

If the spacer rings have been pressed into the Silumin due to poor alignment, then the seatingsurface can be re-turned and a steel band inserted. For this purpose however, the turbo coupling

must be returned to the manufacturer.

We recommend that all shaft seals and gaskets be renewed at each dismantling.

Reassembly

Prior to pressing in the shaft sealing rings, their seating in the coupling easing and primary wheel

should be coated with a sealing compound (e.g. Atmosit no Hylomar). see fig 20).

When inserting the spacer rings (Fig. 21) care must be taken to ensure that they are correctlyseated. To prevent axial movement, depending on the size and type, either a groove or a cap isprovided as support for the spacer ring (Fig. 22).

After inserting the ball bearing (Fig. 23) the coupling hub with the attached secondary wheel ismounted into the coupling easing (Fig.24). Subsequently, install the secondary hub with theattached secondary wheel in the coupling casing. For sealing the outer flange, place a soft woolenthread (1 00% shearing wool) coated with soft soap, or Hylomar sealing compound and Fluiflex

teflon cord (1 mm diameter) on the sealing surface inside the bolt hole circle; the ends should cross(as shown in Fig. 25 and 26). The sealing surfaces must be in perfect condition. The sealing

compound should be evenly applied so that the wool thread or Teflon cord is not pressed outwardsby excess of sealing compound into the bolt holes during assembly.

Allow 5-10 minutes drying time for the sealing compound and then assemble the parts slowly.

After the primary wheel has been pressed on (Fig. 27) and attached to the coupling casing, theturbo coupling is again ready to go into operation.

The sealing of the "delayed filling" chamber cover of the types TV and TVV should also be checked(fig 28).

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Figure 19 Figures 20 to 28

Alignment ofFlange Couplings with Internal Locking Elements

1. Release all screws on the locking element a few turns

2. The locking element should be lightly oiled only on outside and taper surfaces (not on inside)

with an oil which does NOT contain Molybdnum Disulphide or any other high pressure additives.Thin engine oil e.g. 1OW or 32 grade hydraulic oil.

NO anti-seize, scuff or rust paste must be used on shaft surface.

3. Shaft and inside of locking element of coupling should be oil free or cleaned with thinners.

4. Place element in position in bore of coupling.

5. Slide both coupling and element onto shaft.

Example Size SLE 560-170/210 Locking Element

TIGHTENING PROCEDURE

Figure 29

1. Tighten screws 1,2,3, and 4 with allen key, by hand ; check run-out on outer face of coupling.This should be less than 0,08 mm. Tighten and or loosen relevant screws until this tolerance is

ach

ieved. Now tigh

ten th

e rest of th

e screws byh

and to th

e prescribed sequence - ch

eck run-outagain.

2. If run-out has been maintained below tolerance, proceed to torque tighten screws with wrenchto 75% of required torque to the prescribed sequence - check run-out again. If run-out has beenmaintained below tolerance, tighten all screws to full torque - check run-out again.

3. Should run-out exceed tolerance at any stage of the tightening procedure, then all screws are to

be loosened - locking element to be 'cracked' as per paragraph 3 under removal and tighteningprocedure start again from beginning.

REMOVAL

1. Loosen all bolts and remove.

2. Screw bolts into threaded holes in front and centre ring.

3. Tighten bolts, in stages, in diagonally opposed sequence until the "crack", which signals therelease of the tapers is heard. The removal process can now be completed by pushing the ringsapart in the above manner until the element is loose on the shaft.

4. The coupling and element can now be removed from the shaft.

Determining the Quantity of Oil in a Voith Turbo Coupling with Sight Glass Fitted

When a Voith turbo coupling is first installed, the correct oil level should be determined by eithermeasuring the motor current or performing trial start-ups of the machine until the desired result isobtained. Once the correct filling has been established, then one of the following methods may be

adopted for future filling or checking.

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METHOD 1

Immediately after installation and determination of correct oil filling as explained above, proceedas follows :

1.1. Locate the oil sight glass and rotate the coupling upwards until the sight glass changes colour.(Dark to light).

1.2. Slowly rotate the coupling in the opposite direction (downwards) until the sight glass again

changes colour from light to dark.

1.3. With the coupling in this position, create a reference point by marking an arrow an either the

gearbox, motor or coupling guard. Alternatively, determine the height of the sight glass from thefloor or base plate.

1.4. The oil sight glass should always change colour as it is brought in line with the reference mark.If not, then the oil level must be adjusted accordingly.

METHOD 2

This method necessitates the use of "OIL FILLING CONTROL TABLES", available from Surtees and

Son (Pty) Limited.

2.1. Rotate the coupling until the sight glass is at the top of the coupling.

2.2. Slowly rotate the coupling towards you watching the sight glass carefully.

2.3. Stop rotating the coupling the moment the sight glass changes colour. (Light to dark).

2.4. With the coupling in this position, count the number of bolts on the periphery of the shellbetween the sight glass and the vertical axis (TOP) of the coupling.

2.5. Using the correct "OIL FILLING CONTROL TABLE" For the coupling concerned, read off thecorresponding oil quantity versus number of bolts counted.

2.6. Adjust the oil fill accordingly.

To Determine/Check the Quantity of Oil in a Voith Turbo Coupling

The most accurate method is to drain all the oil from the coupling and measure the volume of oil,

using a known volume container. However, this method is time consuming, and depending on the

location of the coupling may be very messy.

An alternative method for determining/checking the amount of oil without draining the couplingwill now be described step by step (in this case, it is assumed that the coupling shaft is horizontal)

:

(1) Rotate the coupling until the fusible plug is near the top side of the coupling.

(2) Remove the fusible plug.

(3) Rotate the coupling until oil is about to flow out of the fusible plug hole.

(4) With the coupling in this position, count the number of bolts between the fusible plug hole and

the vertical axis of the coupling.

(5) Use the table or graph for the size coupling concerned to determine the corresponding amountof oil in the coupling.

Example 1 - 422 TV Coupling (see table 3-602-7803)

From the sketched example, it can be seen that there are seven bolts between the fusible plug holeand the vertical axis. From the horizontal column of the table read off the corresponding oil filling.

Example 1 = 12 litres

Example 2 - 562 TV Coupling (see table 3-602-7802)

For nine bolts between fusible plug and vertical axis, the corresponding oil filling is 30 litres.

Example 3 - 620 TV Coupling (see table 3-602-8244)

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For seven bolts the corresponding oil filling is 37 litres.

NOTE : The method described above is not very accurate, therefore, pa y careful attention to the procedure to ensure that theresults are not too inaccurate.

Recommended Oil Filling Quantities for Voith Turbo Couplings at 4 - Pole Speed

AbsorbedPower

CouplingSize

Filling Quantity (Litres) For Coupling Types :-

T / TRI TV / TUV / TVRI TVV / TUVV / TVVRi Turbo Soft Start

TVVS / TUVVS / FB

120

562

15.0 15 14.75 23.0

130 15.5 15.5 15.5 24.0

140 16.0 17.0 16.0 24.5

150 17.0 17.25 16.5 25.0

160 17.5 17.5 17.0 25.5

170 17.75 18.0 17.5 26.0

180 18.25 18.5 18.0 26.5

190 19.0 19.0 19.0 27.0

200 19.5 19.5 21.0 28.0

225 20.0 20.0 23.0 29.0

250 20.5 20.75 25.0 30.0

225

650

22.0 22.0 22.0 37.0

250 23.0 23.0 23.0 37.5

275 24.0 24.0 24.5 38.0

300 25.0 25.5 26.0 40.0

325 26.0 26.5 27.0 42.0

350 27.0 27.5 28.0 43.0

375 28.0 28.5 29.0 45.5

400 29.0 30.0 31.0 47.0

425 30.0 33.0 34.0 48.0

375

750

33 37 37

400 34 38 38

425 35 39 39

450 36.0 41.0 40.0

475 37.0 42.0 41.0

500 38.0 43.0 42.0

525 38.5 44.0 43.0

550 39.0 45.0 44.0

575 40.0 45.5 45.0

600 41.0 46.0 46.0

Operating Oils for Voith Turbo Couplings with Constant Filling.

Most oils of the standard I.S.O. Hydraulic oil will suffice.

The oil generally is required to have the following characteristics for normal operating conditions.

Viscosity : Approx. 29 cSt at 50 deg C (= 32 cSt at 40 deg C)

Pour Point : Under minus 25 deg C (for starting, not under minus 20 deg C)

Flash Point : Minimum 175 deg C

The oil should have an ageing resistant and be compatible with Viton or Perbunan sealing material.

The following locally available oils could be recommended :

B.P. Energol HLP 32 and RC 32

Caltex Rando 32 and HD 32

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Castrol Hyspin AW 32 and AWS 32

Cera Cerascope 32

Esso Esstic (M.V.I.) 32

Mobil Rarus 424 and DTE 24

Shell Tellus 32 and S 32

Sasol Rubis 32

Trek Hydraulic oil 32

Valvoline Stroc A and LA

Warning : Voith Turbo Couplings may only be filled to a maximum of 80% of their total capacity.

Mounting and Alignment Instructions for Voith Turbo Couplings with Mounting Arrangement Type"MSA"

1. Hang the input coupling mounting ring (Item 02) loosely on the prime mover shaft.

2. Mount the input coupling shaft hub (Item 01) onto the prime mover shaft ensuring that the shaftpenetration is correct and in accordance with the final drawing issued with this Manual.

3. Mount the flexible coupling cam hub (Item 1800) onto the driven machine shaft following the

same procedure as for the input hub above. NOTE : Ensure that the brake drum/disk is in positionbefore mounting the hub. (where applicable)

4. Insert th

e rubber element (Item 1820) and cam flange (Item 1810) intoth

e camh

ub (Item1800).

5. After ensuring that the driven machine is securely bolted into position, locate the prime mover to

obtain the correct distance between shafts.

6. Lower the Voith turbo coupling into position and bolt up to the input mounting ring (Item 02).

7. Bolt up the input mounting ring (Item 02) to the shaft hub (Item 01)

8. Bolt up the cam flange (Item 1810) to the coupling adapter flange (Item 03)

9. Align the flexible connecting coupling as accurately as possible. "DO NOT EXCEED THE

FOLLOWING VALUES" :

Coupling size 274 366 422 487 562 650 750

Angular/offset(mm) 0.3 0.3 0.3 0.3 0.4 0.4 0.4

Measure angular alignment at the gap between the coupling-flange and hub (items 1810 and18OO).

Measure offset alignment across the periphery of the mating coupling flange and hub. (Items 1810

and 1800)

NOTE : For Accurate alignment, we recommend, shims and foil height adjustment the prime mover

and fastening plates with adjusting screws on the base plate for lateral adjustment of the primemover.

Recommended Oil Filling Quantities for Voith Turbo Couplings at 4 - Pole Speed

Correct oil fills for best starting torques - N.B. maximum 6 starts per hour

AbsorbedPower

Coupling size

Filling quantity (litres) for coupling types :-

T / TRI TV / TUV / TVRi TVV / TUVV / TVV / Ri Turbo soft start

TVVS / TUVVS / FB

0.5

206

0.45

1 0.6

1.5 0.8

1.5206 D

1.1

2 1.2

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14/15

2.5 1.3

3 1.4

3.5 1.5

4 1.6

4

274

1.4

5 1.75

6 2.3

8 2.45

8

274 D

3.0

10 3.5

12 4.0

15 4.25

16

366

3.5 3.6 4.0

18 4.0 4.1 4.4

20 4.1 4.4 4.5

22 4.3 4.5 4.6

25 4.5 4.7 5

30 5.0 5.2 5.5

32

422

6.0 6.8 6.3 9.8

35 6.3 7.0 6.8 10.0

40 6.9 7.7 7.1 10.5

45 7.1 8.2 8.0 11.0

50 7.4 8.7 8.2 11.8

55 7.8 9.0 9.0 12.0

60 8.3 9.5 10.0 13.0

65 8.8 9.7 10.5 14.0

70 9.3 10.0 11.0 14.8

70

487

9.2 10.0 9.8 16.0

75 9.8 10.5 10.0 16.5

80 10.0 10.7 11.0 17.0

85 10.4 10.9 12.2 17.5

90 10.4 11.1 13.0 18.0

100 10.5 11.4 14.0 18.5

11.0 12.0 13.5 16.0 19.0

120 13.0 14.0 17.0 19.5

130 14.0 14.5 19.0 21.5

Oil Filling Table Voith Coupling Size 487

NOTE : Filling angles and oil volumes based on standard hydraulic oils with viscosity of 32 at 40 degC. and with fluid coupling mounted in a horizontal position +/- 2 deg.

Figure 30

Oil FillLitres

Standard Turbo Coupling Types Turbo Soft Start

T / TRi TV / TUV / TVRi TVV / TUVV / TVVRi TVVS / TUVVS / TVV / FB

No. ofBolts

7/30/2019 56225329 Vioth Coupling

15/15

11 10.5 79 deg 13 98 deg 13.75 103 deg 15 113 deg

12 10 75 deg 12.5 94 deg 13.25 99 deg 14.5 109 deg

13 9.5 71 deg 11.5 86 deg 12.75 96 deg 14.25 107 deg

13.5 9.0 68 deg 11.75 88 deg 12.5 94 deg 14 105 deg

14 8.5 64 deg 11 83 deg 12.25 92 deg 13.75 103 deg

14.5 8 60 deg 11.25 84 deg 12 90 deg 13.5 101 deg

15 - - 10.5 79 deg 11.75 88 deg 13.25 99 deg

15.5 - - 10.25 77 deg 11.5 86 deg 13 98 deg

16 - - 10 75 deg 11.25 84 deg 12.75 96 deg

16.5 - - 9.75 73 deg 11 83 deg 12.5 94 deg

17 - - 9.55 71 deg 10.75 81 deg 12.25 92 deg

17.5 - - 9.25 69 deg 10.5 79 deg 12 90 deg

18 - - 9 68 deg 10.25 77 deg 11.75 88 deg

18.5 - - 8.75 66 deg 10 75 deg 11.5 86 deg

19 - - 8.5 64 deg 9.75 73 deg 11.25 84 deg

19.5 - - - - 9.5 71 deg 11 83 deg

20 - - - - 9.25 69 deg 10.75 81 deg

Oil Filling Table Voith Coupling Size 366

Note : Filling angles and oil volumes based on standard hydraulic oils with viscosity of 32 at 40 degC. and with fluid coupling mounted in a horizontal position +/- 2 deg.

Figure 30

OilFill

Litres

Standard Turbo Coupling Types Turbo Soft Start

T / TRi TV / TUV / TVRi TVV / TUVV / TVVRi TVVS / TUVVS / TVV-FB

No. OfBolts