vibration & noise attenuation · machine source seating receiving structure machine source...

Vibration & noise attenUationCONCEPTS

Contents

Contents

iMPrintPage46

soUrCe oF Vibrations

04 – 05 FOrCEd VibraTiONS

07 – 09 NaTural FrEquENCy

10 – 11 iNErTia – FrEE FOrCES

Page04

aDViCePage38

CertiFiCations & LoCations WorLD-WiDePage43

ProDUCtsPage40

VarioUs ProPULsion Line arranGeMents anD sUsPension Cases

12 – 17 1ST ClaSS - ClOSE COuPliNg

18 – 25 2Nd ClaSS - FrEE STaNdiNg

26 – 33 3rd ClaSS - ElECTriC MOTOrS

Page12

reFerenCes

35 aNdrÉ MalrauX – h2X

36 Fr24 – rOSSi NaVi

37 FrEMM – FrÉgaTES MulTi-MiSSiON

Page34

03

ForCeD Vibrations

ForCeD Vibrationsthe PriMe MoVer or enGine instaLLation Generates Vibrations that are transMitteD to the sUPPortinG strUCtUre. in Marine instaLLations, the siGniFiCant soUrCes oF Vibration are the enGine, the Gearbox anD the ProPeLLer.

Vibrations transMitteD FroM the enGine to the strUCtUre.

04

Vibrations transMitteD by the ProPeLLer thrUst to the bLaDe.

ForCeD Vibrations

the strUCtUre oF the FoUnDation shoULDbe ConsiDerabLy stiFFer than the eLastiC

sUPPort ( at Least 10 tiMes stiFFer). PLease note the iMPortanCe oF

the FoUnDation’s iMPeDanCe!

05

Vibrations transMitteD FroM the strUCtUre to the enGine.

Vibrations as strUCtUre borne noise

Vibrations as strUCtUre borne noise

the enGine Vibrations are MainLy transMitteD Via the enGine seatinG.

so We haVe to isoLate the enGine in orDer to DeCrease Vibrations.

the PriMe MoVer or enGine instaLLation Generates Vibrations WhiCh are ConDUCteD into the shiPs strUCtUre. the strUCtUre born noise Can be eFFiCientLy reDUCeD by eLastiC sUsPensions.

MaChine

soUrCe

seatinG

reCeiVinG strUCtUre

MaChine

soUrCe

seatinG

isoLator

reCeiVinG strUCtUre

06

natUraL FreqUenCy

natUraL FreqUenCyto UnDerstanD the baCkGroUnD oF eLastiC sUsPension (or FLexibLe MoUntinG as it is reFerreD to by soMe enGineers) the FoLLoWinG eqUation shoULD be ConsiDereD.

f0= 2r1

mC

a ship propulsion line consists of different components, machines with rotating and reciprocating parts, which have a mass and are connected to each other with elements that are flexible. accordingly, they may be represented by a mass elastic system that is susceptible to vibration.

There are many forces or cyclic torques in a propulsion line, which have their origin in the engine, propeller or other parts of the system. When some of these excitation forces change periodically and the frequency of these fluctuations are near or equal to the natural frequency, the amplitude of vibration increases.

When the system is without damping or only slightly damped, the danger arises, that strong vibration will be transferred to the supporting foundation with the possibility that the structure may become signifi-cantly damaged, and even that which it supports suffer as a result.

Effective protection against the danger of high transmitted vibration could be made mainly in two ways:

through the shifting of the natural frequency of the foundation away from the forcing frequency of the machinery or...

by providing damping to the system in order to reduce the transmitted vibration

The Natural Frequency (hz) can be calculated according to the following equation:

if such a system is excited by some forcing frequency or cyclic impulse, it will vibrate at the so-called Natural Frequency of the structure. in the case of a simple mass with one degree of freedom:

Equation

increasing amplitude

Simple mass-spring-system

mC

5

4

3

2

1

1 2 3

D 0

07

natUraL FreqUenCy

natUraL FreqUenCyaMPLitUDe oF DynaMiC DisPLaCeMent

Focusing on the 1 DoF system, a force varying harmonically is applied on a mass suspended on a spring damper.

The amplitude and frequency of the force is known

The mass can only translate along vertical direction

The steady state response of the mass will be also in harmonic with the same frequency as the force

the goal in the forced vibration analysis is to calculate the amplitude of the vibratory motion of the mass.

Such amplitude depends on:

The amplitude of the force F

amplitude of dynamic displacement; β = Natural frequencies

The ratio of the forcing frequency to the natural frequency of the system ß

The damping e

the amplitude of the dynamic displacement is normalised dividing it by the static equivalent displacement F/k . The quantity T that is obtained is called transmissibility and this is indicated by the curves in the picture to the above.

for β < the dynamic displacement is amplified (T > 1). in particular, for β = 1 the system is in a resonance condition, with amplitudes increasing as the damping decreases. damping is helpful in this condition.

for β > the dynamic displacement is attenuated (T < 1). The effect of damping is now the opposite: the lower the damping, the better the attenuation.

08

natUraL FreqUenCy

the six DeGrees oF FreeDoM – 6-DoF – Consist oF roLLinG, PitChinG anD yaWinG in tWo DireCtions

This means that the isolating of the system must be designed both correctly and thoroughly. This process is not easy. in reality a design of the vibratory isolation system cannot be calculated in a straightforward manner with one degree of freedom systems.

The elastic supported machines have more degrees of freedom. as an example, we are showing here a flexible mounting of a typical small diesel generator. The system has 6 degrees of freedom.

6-dOF schemes – Spring rates: Vertical = p per unit along O-X; longitudinal = q per unit along O-y; Transverse = r per unit along O-Z; Centre of gravity of spring mass

rolling

yawing

+x +x xi

V

-Z

-x

-x

+Z

-Z -y

-y

+y

+y

-y+Z pitching

r

P P

q

+C1 -C1

+b3

+b1

+b2-b5

-b4

09

inertia – Free ForCesthe FLexibLe MoUntinG shiFts harMFUL resonanCes to ranGes beyonD the enGine s oPeratinG sPeeD anD PreVents the exitation oF sUrroUnDinG strUCtUre

To understand the background of elastic suspension (or flexible mounting as it is referred to by some engineers) the following situation should be considered.

in a 6-dOF (degree of freedom) situation, one or more forces are applied harmonically on the body (usually on the COg), and the analysis gives the amplitudes of the displacements in all directions at the elastic mounts. For reciprocating engines, such forces are generally the so-called inertia

(or free) forces and moments due to the translating and rotating parts of the engine (pistons and crankshaft). Such forces have frequency that is equal to the 1st and 2nd order of the engine.

in addition, the engine torque is a source of forced vibrations: its ampli-tude is given by the engine manufacturer and the frequency depends on the number and layout of cylinders. To calculate a good isolation we need to consider the Natural Frequency of the system.

natUraL FreqUenCy

Free forces in X- y- and Z-axis

10

ForCeD Vibrations

also available:

various devices that can be used for isolation and flexible mountings

equipment and personnel for vibration measurements and analysis

considerable practical experience to provide the customer with assistance in the design stages to the final design and operating service

VulKaN is able to show practical examples on how vibration isolation should be solved with different degrees of demands and complexity.

To assist in the design of vibration isolation, VulKaN has computer analysis programs that can be used to calculate:

natural frequencies

vibrations caused by unbalanced forces and moments exciting by machines, and also from the foundation/supporting structure (motion of the ship’s hull caused by waves)

The entire system has NaTural FrEquENCy

Elastic mountings filter free forces

11

1st CLass12

1st CLass

1st CLass – CLose CoUPLinGProPULsion Line arranGeMents anD sUsPensions With enGine anD Marine reDUCtion Gear FLanGeD toGether

CLas

s

1st Case 2nD Case 3rD Case 4th Case

DesC

riPt

ion riGiDLy MoUnteD

enGine anD GearenGine eLastiC sUsPension

+Gear seMi-eLastiC

enGine eLastiC sUsPension

+Gear seMi-eLastiC

+ ProPFLex


+ Gear seMi-eLastiC

+ ProPFLex

+thrUst bearinG

FiLt

rati

on

nois

e

LoW better iMProVeMent GooD

13

01stPropulsion line arrangements and suspensions with ENgiNE and MariNE rEduCTiON gEar FlaNgEd TOgEThErCase

FiLtration noise DesCriPtion resULt

LoW

riGiDLy MoUnteD enGine anD Gear

soLiD enGine instaLLation With hiGh Vibration

anD strUCtUre born noise LeVeL

1st CLass14


better


+Gear seMi-eLastiC

ConsiDerabLe iMProVeMent oF CoMFort DUe to reDUCeD

Vibration LeVeL in the enGine seatinGs

02nDPropulsion line arrangements and suspensions with ENgiNE and MariNE rEduCTiON gEar FlaNgEd TOgEThErCase

T seriesV series VD seriesAVR series

1st CLass 15


iMProVeMent


+Gear seMi-eLastiC

+ ProPFLex

the sUsPension Can MoVe FreeLy WithoUt reaCtion ForCes onto ProPeLLer shaFt ConneCtion With reDUCtion Gear oUtLet

03rDPropulsion line arrangements and suspensions with ENgiNE and MariNE rEduCTiON gEar FlaNgEd TOgEThErCase

T seriesPROPFLEX S AVR series V series

1st CLass16


GooD


+ Gear seMi-eLastiC

+ ProPFLex

+thrUst bearinG

hiGhLy aDaPteD sUsPension With MaxiMUM Vibration

attenUation

04thPropulsion line arrangements and suspensions with ENgiNE and MariNE rEduCTiON gEar FlaNgEd TOgEThErCase

T seriesPROPFLEX NTHRUST BEARING VD series

1st CLass 17

reFerenCes2nD CLass

CLas

s

5th Case 6th Case 7th Case 8th Case 9th Case

DesC

riPt

ion

enGine eLastiC sUsPension anD

Marine Gear riGiDLy MoUnteD


+Gear seMi-eLastiC

MoUnteD


+Gear seMi-eLastiC MoUn-

teD

+ProPFLex


+Gear seMi-eLastiC

MoUnteD

+ProPFLex

+thrUst bearinG

enGine anD Marine Gear instaLLeD in Free stanDinG

on a CoMMon beDPLate that is itseLF eLastiCaLLy

sUPPorteD

+Gear eLastiC MoUnteD

+ProPFLex

+thrUst bearinG

FiLt

rati

on

nois

e

LoW better iMProVeMent GooD Very GooD

18

reFerenCes

2nD CLass – Free stanDinGProPULsion Line arranGeMents anD sUsPensions With enGine anD Marine reDUCtion Gear in Free stanDinG MoDe

2nD CLass

CLas

s

5th Case 6th Case 7th Case 8th Case 9th Case

DesC

riPt

ion

enGine eLastiC sUsPension anD

Marine Gear riGiDLy MoUnteD


+Gear seMi-eLastiC

MoUnteD


+Gear seMi-eLastiC MoUn-

teD

+ProPFLex


+Gear seMi-eLastiC

MoUnteD

+ProPFLex

+thrUst bearinG

enGine anD Marine Gear instaLLeD in Free stanDinG

on a CoMMon beDPLate that is itseLF eLastiCaLLy

sUPPorteD


+ProPFLex

+thrUst bearinG

FiLt

rati

on

nois

e

LoW better iMProVeMent GooD Very GooD

19


LoW

enGine eLastiC sUsPension anD Marine Gear riGiDLy MoUnteD

the DieseL enGine is isoLateD FroM the

strUCtUre by eLastiC MoUnts anD a FLexibLe

CoUPLinG

05thPropulsion line arrangements and suspensions with engine and marine reduction gear in FrEE STaNdiNg MOdECase

VD seriesVULKARDAN E T series

2nD CLass20

VULKARDAN E T seriesAVR series V series VD series

2nD CLass 21


better


+Gear seMi-eLastiC/eLastiC MoUnteD


strUCtUre anD reDUCtion Gear, WhiCh is aLso isoLateD FroM

the strUCtUre by seMi-eLastiC/eLastiC

MoUnts

06thPropulsion line arrangements and suspensions with engine and marine reduction gear in FrEE STaNdiNg MOdECase a

2nD CLass22


better




strUCtUre anD reDUCtion Gear, WhiCh is aLso isoLateD FroM

the strUCtUre by seMi-eLastiC/eLastiC

MoUnts

06thPropulsion line arrangements and suspensions with engine and marine reduction gear in FrEE STaNdiNg MOdE – V driVECase b

VULKARDAN EAVR series V series VD seriesT series


iMProVeMent



+ProPFLex

the ProPULsion Unit is isoLateD anD ForCes at

the ProPeLLer shaFt reDUCeD


PROPFLEX S VULKARDAN E T seriesAVR series

2nD CLass 23

V series VD series

CV 2000

2nD CLass24


GooD



+ProPFLex

+thrUst bearinG

the CoMPLete ProPULsion set is isoLateD FroM the

ProPeLLer shaFt Line. this aLLoWs to Chose

Very soFt MoUnts


VULKARDAN EPROPFLEX NTHRUST BEARING RATO R T series VD series


Very GooD

enGine anD Marine Gear instaLLeD in Free stanDinG on a CoMMon beDPLate that is itseLF eLastiCaLLy sUPPorteD

+Gear riGiDLy ConneCteD to beDPLate

+ProPFLex

+thrUst bearinG

the Most eFFiCient soLUtion With a CoMPLeteLy isoLateD

ProPULsion Line. the Chosen eLastiC sUsPension

is DeFineD to CUt oFF Vibrations anD natUraL

FreqUenCies


T seriesTHRUST BEARING VULKARDAN ERATO RPROPFLEX N VD series

2nD CLass 25

3rD CLass

CLas

s

10th Case 11th Case 12th Case 13th Case 14th Case 15th Case

DesC

riPt

ion riGiDLy MoUnteD eLeCtriC

enGine anD Gear

eLeCtriC enGine eLastiC sUsPension

+Gear riGiDLy MoUnteD


+Gear seMi-eLastiC/ eLastiC MoUnteD



+ProPFLex



+ProPFLex

+thrUst bearinG

eLeCtriC enGine anD Marine Gear instaLLeD in Free stanDinG on a CoMMon beD PLate that is itseLF

eLastiCaLLy sUPPorteD+

ProPFLex

+thrUst bearinG

FiLt

rati

on n

oise

LoW better iMProVeMent GooD Very GooD hiGh eFFiCienCy naVy stanDarD

26

3rD CLass

3rD CLass – eLeCtriC MotorsProPULsion Line arranGeMents anD sUsPensions With eLeCtriC Motor anD Marine reDUCtion Gear in Free stanDinG MoDe

CLas

s

10th Case 11th Case 12th Case 13th Case 14th Case 15th Case

DesC

riPt

ion riGiDLy MoUnteD eLeCtriC

enGine anD Gear




+Gear seMi-eLastiC/ eLastiC MoUnteD



+ProPFLex



+ProPFLex

+thrUst bearinG



ProPFLex

+thrUst bearinG

FiLt

rati

on n

oise

LoW better iMProVeMent GooD Very GooD hiGh eFFiCienCy naVy stanDarD

27


LoW

riGiDLy MoUnteD eLeCtriC enGine anD Gear

strUCtUre born noise WiLL be transMitteD

FroM the Gear anD Motor

10thPropulsion line arrangements and suspensions with ElECTriC MOTOr and marine reduction gear in FrEE STaNdiNg MOdECase

3rD CLass

RATO R

28


better



FiLtration oF Gear noises


3rD CLass

RATO R T seriesVD series

29


iMProVeMent



FiLtration oF strUCtUre born

noises FroM reDUCtion Gear anD Motor


3rD CLass

VD seriesAVR series

30

V series RATO R T series


GooD



+ProPFLex

FiLtration oF strUCtUre born

noises anD reDUCtion oF stress at Gear oUtLet


3rD CLass

RATO R VD seriesT series

31

PROPFLEX S


Very GooD



+ProPFLex

+thrUst bearinG

hiGh reDUCtion oFstrUCtUre born noise


PROPFLEX N RATO R T seriesTHRUST BEARING CV 2000

3rD CLass32

VD series


hiGh eFFiCienCy naVy stanDarD



ProPFLex

+thrUst bearinG

UtMost eFFiCient noise FiLtration


RATO R T seriesPROPFLEX NTHRUST BEARING

3rD CLass 33

reFerenCes

reFerenCes34

anDré MaLraUx – h2x

the ConstrUCtion anDré MaLraUx oF h2x shiPyarDs is a neW ProJeCt oF 2012 oF an hyDroGraPhiC MonohULL in CoMPosite

teChniCaL Data

anDré MaLraUxh2x

Length over all 36.00 m

breadth over all 8.85 m

Displacement less than 300 ton

Draught 2.90 mPropulsion diesel – electric plus

dynamic positioning

range 2000 nm at 11 kn

Max speed 13 kn

PROPFLEX NTHRUST BEARING T series

reFerenCes 35

Fr24 – rossi naVi

the ConstrUCtion Fr24, CaLLeD nUMPtia oF rossi naVi shiPayarDs is a yaCht With a stabLe hULL GUaranteeinG MaxiMUM CoMFort to the GUests anD CreW. one interestinG FaCt is that DUrinG PerForManCe testinG, Vibrations ProVeD to be VirtUaLLy niL

teChniCaL Data

Fr24 rossi navi



Draught 2.60 mPropulsion 2 x CaT 3508 C diTa,

956 kn at 1835 rpm

range 4500 nm at 10 kn

Max speed 16 kn

VULKARDAN E T seriesPROPFLEX S AVR series

reFerenCes36

reFerenCes 37

FreMM FréGates MULti-Mission

teChniCaL Data

FreMM Frégates multi-mission



Displacement 6500 ton

Draught 7.60 mPropulsion gE/avio lM 2500 g4

gas turbine 2,1 MW + 2 EPM Jeumont

range 6000 nm

Max speed over 27 kn

RATO s S seriesMETAFLEX series

FreMM, a CoMMon ProGraM betWeen FranCe anD itaLy

aDViCesoMe aDViCe When seLeCtinG an eLastiC sUsPension

a torsional vibration analysis minimises the risk of running the instal-lation in torsional resonance zones. Such resonances can provoke gear hammering in the marine reduction gear or overheating of the flexible

coupling or impeller breaks at the ventilators of alternators or motors. The TVC calculates the stresses in the crankshaft, damper, coupling, pinions, gear teething, axle, propeller shaft and propeller.

04. aLWays CheCk the CineMatiC Chain With a torsionaL Vibration anaLysis (tVa)

02. heLPFUL CaLCULations oF 6-DoF (six DeGrees oF FreeDoM)

VulKaN carries out 6-dOF calculations, which take into account the rubber stiffness of the mounts and the rubber stiffness of the coupling. The 6-dOF calculations describe the movements when the ship is either rolling or pitching. under sea conditions, an installation on elastic mounts will shift in its six degrees of freedom. The 6-dOF calculations indicate

the expected motions in the X-, y- and Z - axes, as well as the swivel in each direction. last but not least, the 6-dOF calculations indicate reso-nances of the system, which means that action can be taken to avoid this situation in the design state and not when the ship has already been built.

03. aCtion anD reaCtion

The alignment of engine and driven machinery will change during the rol-ling and pitching of the ship. The elastic mounts create reaction forces to hold the engines back when it is moving under sea conditions. These hold back forces are called reaction forces and they place stresses on the

fixed mounted machinery, such as gears and alternators. The suppliers of alternators, motors and reduction or step-up gears should be consulted in order to ascertain whether the bearings are well matched to the reactions forces shown in the 6-dOF calculations.

example: The 6-dOF calculations shows the following displacements for a VulKardaN E 6011 free standing and an engine on T90 ha mounts.

Direction (Flywheel)

x y Z

Displacements 0,0 mm 3,8 mm 0,4 mm

Resulting Force at the coupling 0,0 kN 5,548 kN 0,7 kN

01. eLastiC MoUntinG neeDs soLiD seatinG

you should ensure that the stiffness of the engine seating (bed plates, girders, etc.) is at least ten times higher than the stiffness of the elastic mounts!

higher stiffness of the seating can be easily achieved if girders are placed directly under the elastic or semi-elastic mounts.

* The factor for the multiplication of stat. stiffness to get the dynamic stiffness depends on the shore hardness: 1.1 for 40°sh, 1.15 for 45°sh, 1.25 for 50°sh, 1.35 for 55°sh, 1.5 for 60°sh and 1.65 for 65°sh

article type stat. stiffness Dyn. stiffness* resulting min. steel stiffnesskg/mm kg/mm kg/mm

Resilient MountT35 HA 55° sh 200 270

(1.35 x stat. stiffness) 2,700Engine Mount

Semi-elastic Suspension Gear mount AVR 50 6602 10893(1.65 x stat. stiffness) 108,930

aDViCe38

05. Free-stanDinG instaLLations

“Free-Standing” installations on elastic suspensions require ade-quate couplings, which are axial, radial and angular flexible, and

which will fit between the diesel engine or the electric motor and the marine reduction gear.

06. baLanCinG

The coupling should be balanced in order to avoid engine vibrations. This is particularly relevant in the case of freestanding prime movers.

07. ProPeLLer thrUst

The marine reduction gear often takes the propeller thrust by its built-in thrust bearing. The design (including a safety margin) of the

elastic suspension should be able to resist this force.

08. UniVersaL Joint shaFts (soMetiMes CaLLeD CarDan shaFts)

Please be sure to remember that universal joint-shafts generate axial forces and vibration in the neighbouring machineries when increasing the

working angles. These forces will affect the bearings at the marine reduc-tion gears or alternators at PTO drives, as well as the elastic mountings.

09. ProPeLLer shaFts

Semi-elastically suspended marine reductions gears will move very slightly under the thrust of the propellers, or as a result of forces generated by prop shafts or couplings. Please bear in mind that a flexible

coupling at the marine reduction gear outlet (PrOPFlEX) can minimise the stress onto the bearing at the outgoing shaft, the bolting, as well as at the propeller shaft bearing and the stern tube.

10. PiPinG anD CabLes at enGines anD aLternators

all pipe and electric connections must be flexible enough to accept the movements of the elastically suspended installation.

11. enGine rooM anD shiP DesiGn

it is sometimes necessary to support the deck above the engine room with columns or pillars. These supports act as bridges for structure born noise from the engine room towards the superstructure of the ship! Columns

placed on machinery seating lead vibrations directly into the accom-modation area and can take away the advantage of elastic suspended machinery. at VulKaN, we have suitable elastic supports for columns.

aDViCe 39

ProDUCtshiGhLy FLexibLe CoUPLinGs

ProDUCts

RATO S series12.50 kNm – 800.00 kNm

torque range

RATO S+ series180.00 kNm – 360.00 kNm

torque range

RATO R+ series26.50 kNm – 176.00 kNm

torque range

RATO R series12.50 kNm – 270.00 kNm

torque range

RATO DS series6.30 kNm – 160.00 kNm

torque range

RATO DS+ series22.00 kNm – 110.00 kNm

torque range

RATO DG series8.00 kNm – 160.00 kNm

torque range

RATO DG+ series27.50 kNm – 142.00 kNm

torque range

0.21 kNm – 26.00 kNm VULKARDAN E series

torque range10.40 kNm – 81.90 kNm VULKARDAN G series

torque range

0.52 kNm – 52.00 kNm VULASTIK L series

torque range0.63 kNm – 20.00 kNm

INTEGRAL SHAFT SUPPORT

torque range

0.25 kNm – 1.60 kNm TORFLEX series

torque range

40

CarDan shaFt CoUPLinGs

DriVe Line CoMPonents

Joint shaFt CoUPLinGs

VULKARDAN L series0.16 kNm – 12.50 kNm

torque range

VULKARDAN P series0.32 kNm – 31.50 kNm

torque range

METAFLEX series5.00 kNm – 120.00 kNm

torque range

COMPOSITE SHAFT5.00 kNm – 800.00 kNm

torque range

INTEGRATED SHAFT COUPLINGS10.00 kNm – 160.00 kNm

torque range

ProDUCts 41

ProDUCts

ProP shaFt CoUPLinG

ProDUCts

PROPFLEX1.40 kNm – 60.00 kNm

torque range

resiLient MoUnts

shoCk MoUnts CLUtChes

T series1.30 kN – 175.00 kN

Load range

AVR series2.00 kN – 93.00 kN

Load range

5.00 kN – 27.00 kNCV 2000 series

Load range

VD series0.20 kN – 32.00 kN

Load range

2.00 kN – 22.00 kN V series

Load range

8.00 kNm – 315.00 kNm MESLU series

torque range5.00 kN – 70.00 kNS series

Load range

42

CertiFiCationsaLL the VULkan eLeMents are aLLoWeD FroM CLassiFiCation

Certificate – iSO 9001:2008

CertiFiCations / LoCations WorLD-WiDe 43

LoCations WorLD-WiDe

Our comprehensive geographic presence enables us to provide our customers witha unique combination of extensive global resources, world-recognized technical expertise and deep local knowledge.

Please find here the contact details of our global service locations.

notiCe

notiCe

44

notiCe

notiCe 45

iMPrint46

ConCePt anD DesiGn:hackforth holding gmbh & Co. KgMarketing Service Centerheerstraße 66, 44653 herne / germanyMail [email protected]

aUthor:VulKaN France SaKlaus rabba,dr. Vaclav Zoul and gian Piero repetti12, avenue Émile Zola | ZaC de l’agavon13170 les Pennes Mirabeau | FrancePhone +33 4 42 02 21 00Fax +33 4 42 02 21 09Mail [email protected]

VaLiDity CLaUse The present brochure shall replace all previous editions, any previous printings shall no longer be valid. based on new developments, VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg reserves the right to amend and change any details contained in this brochure respectively. The new data shall only apply with respect to couplings that were ordered after said amendment or change. it shall be the responsibility of the user to ensure that only the latest brochure issue will be used. The respective latest issue can be seen on the website of VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg on www.vulkan.com.

The data contained in this brochure refer to the technical standard as presently used by VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg with defined conditions according to the explanations. it shall be the sole responsibility and decision of the engineer who is responsible for the drive line to draw conclu-sions about the system behaviour.

VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg torsional vibration analysis usually only consider the pure mechanical mass-elastic system. being a component manufacturer exclusively, VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg assumes no system responsibility with the analysis of the torsional vibration system (stationary, transiently)! The accuracy of the analysis depends on the exactness of the used data and the data VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg is provided with, respectively.

any changes due to the technological progress are reserved. For questions or queries please contact VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kg

status: 09/2014 all duplication, reprinting and translation rights are reserved. We reserve the right to modify dimensions and constructions without prior notice.

PUbLisher:VulKaN Kupplungs- und getriebebau bernhard hackforth gmbh & Co. Kgheerstraße 66 | 44653 herne | germanyPhone + 49 (0) 2325 922-0Fax + 49 (0) 2325 71110Mail [email protected]

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