TOK Coupling System. Highly Flexible Coupling Shafts for Test Benches. Your drive is our strength. Your strength is our drive.

Transcription

1 TOK Coupling System Highly Flexible Coupling Shafts for Test Benches Edition Your drive is our strength. Your strength is our drive.

2 Contents Page General technical description...3 TOK coupling types...4 Special types...5 Construction and principle of operation...6 Technical details...7 Coupling selection...7 TOK coupling shaft type - S - CV...8 TOK coupling shaft type - B - CS...9 TOK coupling shaft type - S - I...10 TOK coupling type - S...11 TOK coupling type - B...11 Adapter dimension tables...12 Assembly and maintenance instructions...13 General...13 Assembly...13 Operation...14 Maintenance and wear inspection...14 Safety precautions...14 Details for coupling selection and torsional vibration analysis...15 D2C Designed to Customer The principle of Designed to Customer describes the recipe for success of REICH-KUPPLUNGEN: Utilizing our product knowledge, our customers are supplied with couplings which are developed and tailor-made to their specific requirements. The designs are mainly based on modular components to provide effective and efficient customer solutions. The unique form of close cooperation with our partners includes consultation, design, calculation, manufacture and integration into existing environments. Adapting our manufacturing to customer-specific production and utilizing global logistics concepts provides better after sales service - worldwide. This customer-oriented concept applies to both standard products and production in small batch sizes. The company policy of REICH-KUPPLUNGEN embraces, first and foremost, principles such as customer satisfaction, flexibility, quality, prompt delivery and adaptability to the requirements of our customers. REICH-KUPPLUNGEN supplies not only a coupling, but a solution: Designed to Customer. Edition March 2018 The present TOK edition renders parts of the previous TOK catalogues obsolete. All dimensions in millimeters. We reserve the right to change dimensions and / or design details without prior notice. Proprietary notice pursuant to ISO to be observed: The reproduction, distribution and utilization of this document as well as the communication of its contents to others without explicit authorization is prohibited. Offenders will be held liable for the payment of damages. All rights reserved in the event of the grant of a patent, utility model or design. REICH-KUPPLUNGEN 2 TOKsystem_engl_

3 General technical description Test benches are used for a wide variety of applications in power transmission engineering to determine properties of test objects in research, development, manufacturing and quality assurance. The drive train components which are predominantly tested on test benches include, but are not limited to, engines, gearboxes, transmission elements and consumables. Given the multitude of different testing tasks, the specific requirements for couplings on test benches are manifold. The TOK coupling system can be used in almost all test bench applications, and on engine test benches in particular. The broad range of flexible coupling elements, adaptive designs and connection shafts provides standard solutions for a wide variety of different tasks, and these can be complemented by specific customised designs on request. Types and sizes The flexible element is designed to combine high torque transmission capacity with high speed capability. Its torsional stiffness is easily adaptable to the requirements by selecting just the right rubber quality. Bearings or integrated joints support the loads arising from the connection between the drive end and the output end. Cardan shafts, constant velocity (CV) shafts and compact shafts are available as connections which also compensate for misalignments. Adaptive designs are based on the standard DIN or SAE flange connection dimensions, the CV shaft joints and the torque measuring flanges. The couplings cover a torque range from approx. 100 Nm at rpm up to Nm at rpm. Essential properties and advantages of the highly flexible TOK coupling systems: Elements available in different torsional stiffnesses Suited for highest speeds Adaptation to DIN or SAE flanges or according to specification Self-centering, backlash-free and maintenance-free Optional reduction of the torsional stiffness through the use of two elements Compensation of axial, radial and angular misalignments Light-weight construction through the use of high-strength aluminium Variable mounting lengths through telescopic intermediate shafts, freely pluggable For use up to T KN depending on the application TOKsystem_engl_

4 TOK coupling types TOK coupling shaft type - S - CV + Constant velocity (CV) shaft (one joint) + Telescopic length and misalignment compensation + For highest speeds + Little weight to be supported + Adapters matched to DIN. SAE or CV + Adapters for the engine and brake sides For the dimension tables see page 8; For the technical details see page 7 TOK coupling shaft type - B - CS + Cardan shaft with DIN connection + Telescopic length and misalignment compensation + Adapters matched to DIN. SAE or CV + Adapters for the engine and brake sides + Easy bolting of the cardan shaft by means of stay bolts and nuts For the dimension tables see page 9; For the technical details see page 7 TOK coupling shaft type - S - I + Intermediate shaft, compact design + Large telescopic length and misalignment compensation + Little weight to be supported + For highest speeds + Adapters matched to DIN, SAE or CV + Adapters for the engine and brake sides For the dimension tables see page 10; For the technical details see page 7 TOK coupling type - S + Short design + Integrated spherical bearing for angular misalignment compensation + For intermediate shafts similar to S-CV + For highest speeds + Little weight to be supported + Adapter-mounted For the dimension tables see page 11; For the technical details see page 7 TOK coupling type - B + Short design with DIN connection on the drive end + Integrated rolling bearing arrangement + For highest speeds + Adapter-mounted CV shaft + Stay bolts for direct cardan shaft connection For the dimension tables see page 11; For the technical details see page 7 S = spherical bearing B = ball bearing I = intermediate shaft 4 TOKsystem_engl_

5 Special types TOK compact shaft of extra short design + Extremely short design + Compact connecting flange + Constant velocity (CV) shaft + Minimum weight to be supported Technical details and dimensions on request TOK docking coupling with plug-in shaft + Simple construction + Compact connecting flange + Shaft connection with cone clamping connection. alternatively with hydraulic clamping bush Technical details and dimensions on request TOK docking system shown with H flanges + Easy handling + Minimised rigging times + Combinable for different engines + Short mounting length option + Large telescopic length option + For multiple test cells + Freely pluggable Technical details and dimensions on request TOK with CV shaft of extra short design + Extremely short design + CV shaft joint integrated in the coupling + Constant velocity (CV) shaft + Compact connecting flange + Shaft connection with hydraulic clamping bush Technical details and dimensions on request AC-VSK coupling, heavy-duty type + Intermediate coupling for cardan shaft and CV shaft mounting + Highly flexible rubber element + Self-supported + Friction-damping characteristic + Robust design For technical details and dimensions, ask for our separate catalogue TOKsystem_engl_

6 Construction and principle p of operation 1 2 a 2 b - rolling bearing 3 a 3 b 3 c Components and materials Component Designation Material 1 Coupling flange, output end High-strength aluminium Bearing arrangement 2 3 2a Spherical bearing 2b Rolling bearing Flexible element 3a Inner sleeve 3b Rubber element 3c Outer ring Steel (maintenance-free) Composite material (maintenance-free) High-strength aluminium / steel Rubber according to technical details High-strength aluminium / steel The highly flexible, torsionally optimised TOK couplings are specifically designed for use on test benches. Radial and axial loads are supported by the bearing arrangement (2) towards the output end. Low-backlash spherical bearings (2a) exactly centre the drive end and the output end relative to each other in a true running manner. Alternatively, the spherical bearings (TOK-S) can be replaced by an integrated rolling bearing (TOK-B) (2b). The highly flexible coupling element (3) is designed as a rubber-metal bond between the inner sleeve (3a). the rubber element (3b) and the outer ring (3c). When torque acts on the drive end, the flexibility of the rubber element enables relative twisting against the output end. Torsional vibrations from the drive are thus efficiently de-coupled from the output end. Besides the standard types, customised special solutions can also be realised with the TOK coupling system. 6 TOKsystem_engl_

7 Technical Details Coupling Technical details for 1 coupling element 1) Size Nominal torque T KN [Nm] Maximum torque T Kmax [Nm] Continuous fatigue torque 2) T KW (10 Hz) w[nm] Relative damping coefficient ψ - Dynamic torsional stiffness 3) 6) C Tdyn [Nm/rad] Permissible power loss4 4) P KV (30 ) [W] Maximum speed n max [rpm ] TOK ) TOK TOK TOK TOK TOK TOK TOK TOK TOK TOK TOK ) TOK ) TOK ) TOK ) ) Rubber element versions: HN = 48 Shore A; alternative versions on request 2) Continuous fatigue torque T KW at f = 10 Hz, for other frequencies fx apply for other frequencies f x 3) For 2-rubber-element versions (inline), apply 2. 4) Permissible power loss for up to 1 hour 5) Coupling dimensions and details on request C Tdyn 6) The stiffness may deviate by up to 20% due to manufacturing and material tolerances according to DIN Coupling selection A safety factor of S M = 1.3 should be applied if the coupling size is preliminary selected according to the continuous engine power to be transmitted. It is recommended to consider the nominal engine drive torque T AN and the maximum coupling torque occurring in service for the layout. The coupling size selection for test bench applications should be verified by a torsional vibration analysis which we will conduct on request. For compiling the details, please use the sheet Details for coupling selection and torsional vibration analysis on the last page. For long test bench shafts, the bending critical speed should also be taken into account. Basically it is the operator s duty to observe the safety rules and regulations applicable to the specific case of application. T AN [Nm] = The nominal torque T KN of the coupling should be at least equal to the maximum engine drive torque T AN at any operating temperature and any operating load. The temperature factor S t allows for a decreasing load carrying capability of the coupling due to elevated temperatures in the immediate vicinity of the coupling. The service factor S B is to be determined according to the frequency of the start/stop operations and the occurrence of high accelerations. For standard operations (< 6 x start/stop per hour). a service factor of SB = 1.1 is adequate. Service factors for higher frequencies on request. The torsional vibration analysis to verify the coupling selection should confirm that the permissible continuous fatigue torque TKW of the coupling is at least equal to the maximum fatigue torque T W occurring in the operating speed range, whilst taking into account the temperature and frequency. The frequency factor S f allows for the frequency dependence of the permissible continuous fatigue torque T KW (10 Hz) at operating frequency fx. Design solutions for engines with a low number of cylinders ( and 3-cylinder engines) on request. Take care not to continuously operate the system at resonance frequency of the test bench to avoid damage to the coupling, the test objects and the test bench components. P [kw]. SM n [rpm] T KN T AN. St. SB C > 80 S t on request S f = f x 10 T KW T W. Sf. St TOKsystem_engl_

8 TOK coupling shaft type - S - CV ENGINE MOTORSEITE SIDE L2 min ± V DYNOSEITE SIDE J 1 min /m 1 min L1 /m J 2 2 E A D11 ~D8 D9 Z2 = Anzahl number D10 0-0,15 D3 H7 D2 Z1 = Anzahl number D4 D1 D12 OPTIONAL Coupling dimensions OPTIONAL for the standard adapter dimensions see page 12 Dimensions, drive end and output end CV TOK D 8 D 9 Z 2 D 11 D 10 E D 1 D 2 Z 1 D 4 D 3 A size [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] M M M M M M M M M M M M M M M M M M M M Coupling details TOK L 1 L 1) 2 min D 12 CV shaft V J 1 min m 1 min J 2 m 2 size [mm] [mm] [mm] joint size [mm] [kgm 2 ] [kg] [kgm 2 ] [kg] CV CV CV CV CV CV CV CV CV CV ) Alternative lengths on request Ordering example: Coupling designation TOK S - CV Nominal coupling torque Dynamic torsional stiffness of the coupling Bearing version (S = spherical bearing) Size of the constant velocity shaft Total length of the coupling without adapter (L 2 ) 8 TOKsystem_engl_

9 TOK coupling shaft type - B - CS ENGINE SIDE MOTORSEITE L2 min + Vmin DYNOSEITE J 1 min / m L1 1 min J 2 / m 2 D4 DYNO SIDE L3 D8 D9 Z2 = number Anzahl D10 H7 G D12 mgw A D3 H7 D2 Z1 = Anzahl number D1 1 Z-Anordnung D W-Anordnung 2 OPTIONAL Coupling dimensions OPTIONAL for the standard adapter dimensions see page 12 Dimensions, drive end and output end DIN connection TOK D 8 D 9 Z 2 D 11 D 10 G D 1 D 2 Z 1 D 4 D 3 A size [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] M M M M M M M M M M M M M M M M M M M M Coupling details TOK size L 1 L 1) 2) 2 min L 3 D 12 V 2) min J 2) 1 min m 2) 1 J 2 m 2) 2 n 3) max [mm] [mm] [mm] [mm] [mm] [kgm 2 ] [kg] [kgm 2 ] [kg] [rpm] ) Alternative lengths/telescopic lengths on request 2) Shortest mounting length which can be pushed together by at least another 8 mm. 3) The maximum speed exclusively applies to the design as shown. For the speed reduction for other cardan shafts, see page 12. Alignment β1 and β2 1. GW with a balance quality of G6.3 according to ISO Ordering example: Coupling designation TOK B - CS V30 Nominal coupling torque Dynamic torsional stiffness of the coupling Bearing version (B = rolling bearing) DIN connection of the cardan shaft Total length of the coupling without adapter (L2) Telescopic length of the coupling TOKsystem_engl_

10 TOK coupling shaft type - S - I ENGINE SIDE MOTORSEITE DYNO SIDE DYNOSEITE J 1 / m 1 L1 L2 min + Vmin L1 J 3 / m 3 J 2 min D1 D2 Z1 = Anzahl number D4 D3 H7 D4 A D12 A D3 H7 D2 Z1 = Anzahl number D1 OPTIONAL OPTIONAL for the standard adapter dimensions see page 12 Coupling dimensions Dimensions, drive end and output end TOK D 1 D 2 Z 1 D 4 D 3 A size [mm] [mm] [mm] [mm] M M M M M M M M M M Coupling details TOK size L 1 L 1) 2 min D 12 V 1) min J 1 min m 2) 1 J 2) 2 J 3 m 2) 3 [mm] [mm] 2) [mm] [mm] [kgm 2 ] [kg] [kgm 2 ] [kgm 2 ] [kg] ) Alternative lengths/telescopic lengths on request 2) Shortest mounting length Ordering example: Coupling designation: TOK S - I V40 Nominal coupling torque Dynamic torsional stiffness of the coupling Bearing version (S = spherical bearing) Telescopic intermediate shaft Total length of the coupling without adapter (L 2 ) Telescopic length of the coupling 10 TOKsystem_engl_

11 TOK coupling type - S D5 Z3 = Anzahl number D7 D6 H7 J 1 J 2 L4 L1 L3 A B m D4 D3 H7 Ordering example: TOK S D2 Z1 = Anzahl number D1 Coupling dimensions, drive end and output end, type - S TOK D 5 Z 3 D 7 D 6 D 1 D 2 Z 1 D 4 D 3 size [mm] [mm] [mm] [mm] [mm] M M M M M M M M M M M M M M M M M M M M Coupling details, type - S TOK L 1 L 3 L 4 A B min J 1 J 2 m size [mm] [mm] [mm] [mm] [mm] [kgm 2 ] [kgm 2 ] [kg] TOK coupling type - B D5 Z3 = Anzahl number D5* Z3* = number Anzahl D7* D7 D6 H7 Ordering example: TOK B TOKsystem_engl_ J 1 J 2 C L3/ L3* L4/ L4* L1 m D4 A D3 H7 D2 Z1 = Anzahl number D1 Coupling dimensions, drive end and output end, type - B TOK D 5 D 5* Z 3 Z 3* D 7 D 7* D 6 D 1 D 2 Z 1 D 4 D 3 size [mm] [mm] [mm] [mm] [mm] [mm] M M M8 M M M8 M M M8 M M M8 M M M M M M M12 M M M M M M For the permissible speeds and attached weights see page 12 Coupling details, type - B TOK L 1 L 3 L 3* L 4 L 4* A C J 1 J 2 m size [mm] [mm] [mm] [mm] [mm] [mm] [mm] [kgm 2 ] [kgm 2 ] [kg]

12 Adapter dimension tables Optional DIN standard adapters, output end Adapter connections Output end Adapter connections Output end Adapter connections Output end TOK size DIN J 4 [kgm 2 ] m 4 [kg] DIN J 4 [kgm 2 ] m 4 [kg] DIN J 4 [kgm 2 ] m 4 [kg] / / Ordering example: Adapter designation TOK350 - D Dynamometer side DIN120 DIN adapter dimensions, output end SAE J620 flywheel adapters, drive end size D 13 Z 4 D 15 D 14 L 1) 4 L 5 F min DIN [mm] [mm] [mm] [mm] [mm] M M M M M M M L4 F L3 D15 D14 H7 D13 Z4 = Anzahl number SAE J620 engine flywheel size D 16 D 17 D 18 [mm] [mm] [mm] Z D16 D17 Z4 = Anzahl number D18 1) may deviate for TOK3400 and TOK5000 Rotational speed in relation to the attached weight Ordering example: Adapter designation TOK E - 8 Engine side SAE TOK n [min ¹] [rpm] 6000 TOK250 TOK350 TOK500 TOK600 TOK700 n n[min ¹] [rpm] TOK mlast [kg] mlast [kg] n n[min ¹] [rpm] TOK2200 n n[min ¹] [rpm] TOK5000 TOK mlast mlast [kg] mlast mlast [kg] 12 TOKsystem_engl_

13 Assembly and maintenance instructions General The highly flexible TOK test bench coupling is predominantly used for de-coupling excitation vibrations of the load machine. The TOK coupling shaft is capable of compensating for axial, radial and angular misalignments. Shafts with joints integrated in the coupling body, cardan shafts and constant velocity shafts may be employed. The rubber element is suited for ambient temperatures between 40 C and 80 C. Care should be taken to ensure that the permissible loads of the couplings and of the intermediate shafts are not exceeded in any operating condition. Compliance with this requirement should be verified by a torsional vibration analysis and, where appropriate, by verifying the bending critical speed. The respective equipment configuration must be verified for each test object featuring different properties. The coupling is balanced to a balance quality of G = 6.3 for 4000 rpm. Specific balance quality requirements can be satisfied on request. The speed range below idle speed must be quickly passed through during the start/stop operations to avoid excitation of potential resonance points. The coupling can be damaged if the speed range is passed through too slowly by one resonance especially during the start/stop operations. Assembly The contact faces must be metallically bright and free of grease and oil. Therefore, clean the connection and mating surfaces of the coupling which are preserved with corrosion protection wax, with suitable solvent before commencing assembly. Make sure that neither the solvent used for cleaning nor grease or oil can come into contact with the rubber. Where appropriate, pay attention to the position marking during assembly. The maximum permissible coupling misalignment limits may not be exceeded in service. The respective limits are specified on the as-built drawings. In the case of cardan shafts take care that the primary and secondary axes are aligned in parallel. During assembly, it is recommended to utilise only 20% of the permissible misalignment capability. Joints of cardan shafts and CV shafts regularly require small angular movements for adequate lubrication of the inner rolling elements. In the case of flexibly mounted engines, these movements are ensured by the operational engine misalignments. Likewise, the movements occurring in the event of frequent test object changes may be sufficient for adequate lubrication. In the case of rigidly mounted engines or the use of intermediate bearings, an adequate angular movement must be provided by introducing a deliberate angular misalignment at each joint. For cardan shafts of type B, a parallel offset of the drive axis and the output axis corresponding to an angular misalignment between 0.5 and 1 per joint is recommended. When using coupling shafts of type S-CV, only the CV shaft joint should have an angular misalignment of 0.5 to 1. The coupling element should be operated, as far as possible, without angular misalignment to avoid additional power losses in the rubber. When aligning for assembly, the side to which the CV shaft joint is mounted should therefore be provided with an angular misalignment whereas the axis of the coupling is oriented in alignment with the axis of the connected intermediate shaft. Before starting up make sure that all bolted connections of the coupling are tightened to their specified tightening torques. For the relevant tightening torques, see the as-built drawings. Bolt size M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 Strength grade M A [Nm] 1) Βolt size M6 M8 M10 M12 M14 M16 M18 M20 M22 M24 Strength grade M A [Nm] 1) Table 1 Tightening torques for bolted connections (lightly oiled 1) ) 1) Values decrease by 20% if the bolts are additionally lubricated (for example with motor oil) Bolted connections which have been tightened to their specified torques are marked with a dot of yellow lacquer at the factory. Bolted connections which have been secured by adhesive bonding, are additionally marked with a dot of green lacquer. These connections should only be checked visually for tight fit. All non-marked bolted connections should be checked for their specified tightening torques and for tight fit using appropriate means. For bolts of the strength grades 8.8 and 10.9, see the tightening torques for bolted connections specified in Table 1. TOKsystem_engl_

14 The coupling shaft can be matched to the designated mounting space thanks to the telescopic capability of intermediate shafts. Make sure that the maximum values of the telescopic length are not already reached at standstill. It is recommended not to fully utilise the maximum telescopic length. There must remain a buffer of at least 5 mm to provide the clearance required for operational movements. Some of the dimension tables state the shortest possible mounting lengths which are already inclusive of that buffer and can be applied as stated. Follow the respective assembly and maintenance instructions for the cardan shafts or CV shafts in use. Operation Observe the specified operating conditions (torques, speeds, start/stop operations) when starting up. It is recommended to start with runs under stepwise increasing load conditions (such as speed sweep with high resolution torque detection and temperature monitoring on the element surface(s)). During this operation, pass the desired speed spectrum step by step while observing the test bench in order to identify any resonance points lying in the operating speed range. These resonance points and their surroundings should be spared when determining the test programmes to avoid damage to the coupling and the test bench components. They can, however, be passed through quickly. Repeat the runs under stepwise increasing load conditions each time a test object featuring different properties is used. Maintenance and wear inspection The coupling should be regularly inspected visually within the scope of routine maintenance and inspection. The rolling bearings, the spherical bearings and the sliding bushes of the coupling are maintenance-free. Subject the coupling to a thorough inspection in the case of irregularities (such as visible damage or delaminations from the rubber element or vibrations occurring whilst in service). If required, the coupling may be stripped after consultation with the manufacturer. Check the visible rubber surface of the coupling element for potential damage. Inspect the bonded areas of the inner sleeve and outer ring for incipient cracks and delaminations. If damaged, replace the coupling element. It is advisable to also replace the bearing arrangement at that point of time. Spare parts kits containing all wear parts are available on request. Subject the coupling/coupling shaft to an operational balancing process in the mounted state or, alternatively, balance it in the dismantled state, should conspicuous vibrations occur after replacement of the worn-out parts and re-assembly. Thoroughly clean the coupling during maintenance. Factory overhauls and repairs of the coupling are possible on request. Safety precautions lt is the customer s and operator s responsibility to observe the national and international safety rules and laws. Proper safety devices must be provided for the coupling in accordance with the accident prevention regulations to prevent accidental contact. Check all bolted connections for tight fit and the correct tightening torque after the first test run and regularly thereafter. 14 TOKsystem_engl_

15 Details for coupling selection and torsional vibration analysis Customer s Kundenanschluss connection L ± X Kundenanschluss Customer s connection Engine Motorseite side Einbaulänge Mounting length zwischen between den the Anschlussflanschen connecting anges Bremsenseite Brake side E M C B M A F Z D7 X D D D B 3 D G 2 X Z D D1 E D9 D4 Cylinder Diesel Petrol Gas Turbo Biturbo Engine Please tick deactivation Customer s connection dimensions yes no Type / designation / manufacturer * Engine Brake Symbol Value Unit Symbol Value Unit ENGINE TORQUE [Nm] D 5 [mm] D 1 [mm] D 6 [mm] D 2 [mm] T max P max D 7 [mm] Z 1 - B1 B2 Z 2 - D 4 [mm] D Idle 9 [mm] M B - n Starter M E - D 3 [mm] SPEED [rpm] D 8 [mm] F [mm] Description Please tick Duration [s] Symbol Value Unit A [mm] G [mm] Start via dyno T Start [Nm] B [mm] E-starter E Starter [rpm ] C [mm] L [mm] Stop via dyno T Stop [Nm] E [mm] X [mm] Stop through coasting to stop Mounting of the coupling shaft Please tick TORQUE [Nm] 1 Idle n Idle [rpm ] Directly between the engine and the brake or the measuring flange (classic) T Idle [Nm] Not directly to the engine (for example use of an intermediate bearing) P Idle [kw] Vehicle clutch used? n [rpm ] 2 T max T max (nom) [Nm] Dummy gearbox used? n max. [rpm ] (if so: state J+Ct) 3 P max T [Nm] Operational misalignments Symbol Value Unit P max [kw] Axial misalignment K a [mm] Inline/V (angle xx ) R/Vxx - Radial misalignment K r [mm] Number of cylinders z - Ang. misalignment K w [ ] Engine harmonic main order i - EC DC AC Dyno Firing order z 1, z 2, z 3, z n Please tick Cont. Total displacement volume V H [ccm] Brake frequency Stroke [mm] Hole [mm] Water brake Conn. rod length [mm] Conn. rod length ratio Others Oscillating mass per cylinder [kg] Type / designation Mass moment of inertia (engine + flywheel) J engine [kgm 2 ] Reduced mass moment of inertia Dual mass flywheel yes / no J 1 [kgm 2 ] J 2 [kgm 2 ] Ct ** [Nm/rad] Lowest operating point B1 n [rpm ] T [Nm] P [kw] t [s] Number/h Second lowest operating point B2 n [rpm ] T [Nm] P [kw] t [s] Number/h Lowest operating speed at full throttle n [rpm ] Ambient temperature [ C] ** Provide dual mass flywheel characteristic * Description of the deactivation J brake [Hz] TOKsystem_engl_

16 Dipl.-Ing. Herwarth Reich GmbH Vierhausstraße Bochum Telephone Telefax