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the coefficient of friction by acting as a lubricant between the pulley and the belting. If the
material to be handled is oily, it will reduce the coefficient of friction drastically especially under
wet conditions.
The maximum face pressure between the belting and drive pulley. This will not only
effect the coefficient of friction but will also limit the selection of the type of lagging for
a pulley.
Diameter of pulleys must be selected to minimise the face pressure for rubber to 1 000 kPa.
b) Drive Factors
Most references publish tables of drive factors for various values of and this tends to obscure the fact that is
faily arbitrarily chosen.
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and
T1 T2 = Te
and
T2 = CwTe
The use of drive factors is to be discouraged. Designers are urged to select carefully for each application.
CONDITION
CEMA
STEVENS
REMA
BRIDGESTONE LINATEX
ADAMSON
TIP TOP
Bare Pulley
0.25
0.35
0.1 - 0.3
--
--
Lagged
0.35
0.35
--
--
--
Dry Lagged
0.35
0.35
0.35
0.6
0.4 - 0.45
Wet Lagged
0.35
0.35
0.2 - 0.3
0.8
0.35
0.35
0.2
0.4
0.25 - 0.3
These values are the limiting conditions (when the belt is on the point of slipping). The actual coefficients of
friction developed between surfaces are, in practically all cases where slipping does not occur, in excess of
those shown above.
Therefore, the convention of using these values, whilst convenient, does not reflect what exactly occurs at the
drive.
With a working drive, the higher tensioned part of the belt is stretched more than the lower tensioned section,
thus the belt entering the positive drive will be travelling faster when it leaves it. (In a regenerative drive the
opposite is true).
The elastic recovery of the belt occurs over only a part of the total angle of contact and it is at this point,
(where creep takes place), that all the driving is done, while making full use of the coefficient of friction.
It is only over this 'active part' of the wrap angle (See fig. 4 below) that the classical tension formula can be
applied, because this is where the limiting condition occurs. This is an approximate solution as it varies with
both creep and angle of wrap.
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Figure 4 shows the drive conditions where the 'passive' arc is between 'A' and 'B' and all the drive is
transmitted between 'B' and 'C' which is called the 'active arc', with '' being dependant on creep rate.
i.e. for the same T1, T2 will have to be more than doubled to drive without slipping at = 0,2.
c) Rubber Specification
Except for Linatex, which is a special material, most references mention no particular rubber specification. Also,
very little attempt is made to allow for conditions such as dust which must affect drive performance.
According to figures quoted by Bridgestone we should use = 0,2 for wet and dirty application instead of the
conventional 0,35. This value applies only in the limiting case and the Bridgestone factors are very
conservative. This has been verified by Stevens Adamson, who claim that the actual coefficient is likely to be in
the range of 0,5 to 0,6 but 0,35 is used for safety and to allow for high starting torques. No distinction is made
for chevron lagging as the grooves are for drainage only.
It is interesting that very little attention is paid to the actual rubber material with which the pulleys are lagged.
The coefficient will vary with the hardness and type of rubber on the pulley and on the belt as well as with
external, or environmental conditions.
The standard rubber lagging used has a hardness of 55 shore and this is supposed to be a good compromise
between grip and long life. However some companies insist on a much harder material in the range of 65 to 70
for long life. Rema Tip Top use 65 to 70 for heavy duty drives but go down to 50 for lighter duties.
Softer, more cohesive rubbers are used, but there is a greater tendency for the rubber to shear internally and
eventually pull off. Coefficients claimed for soft rubbers are shown in Table 2 below.
Shore Hardness
Rema Tip Top
50 - 55
Linatex
60
Dry
0.8
0.25 - 0.3
0.4
The thicker Linatex lagging actually has a fabric layer in the rubber to prevent internal tearing from taking
place. The conclusions which can be drawn from the above are:i.
Published tables must be used with great care. Careful consideration must be given to the materials
involved and the conditions under which the machinery will operate. It is not good enough merely to
look up the 'drive factor' in your favourite catalogue i.e and then press on regardless.
ii.
Figures published by CEMA, Bridgestone, etc., are conservative and there is scope for intelligent use of
higher factors to reduce belt tensions.
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iii.
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Materials such as Linatex are available which have a much higher value than the usually accepted
values.
iv.
If too low a value is chosen for the conditions or the conditions are misinterpreted, drive/belt slippage
may result and serious problems will occur.
Finally, table 3 lists the coefficient of friction which could be used for future designs. This table can be
expanded to include Ceramics.
Automatic
Manual
Covered Conveyor
Uncovered Conveyor
0.25
0.20
0.10
0.10
0.20
0.20
0.10
0.10
Semi-Wet Plant
Covered Conveyor
Uncovered Conveyor
0.30
0.25
0.20
0.15
0.25
0.22
0.18
0.13
Dry Plant
Covered Conveyor
Uncovered Conveyor
0.35
0.30
0.22
0.18
0.25
0.25
0.20
0.15
With an understanding of the factors effecting the slack side tension T2 it is now possible to continue.
Having calculated the driving or slack side tension from the above analysis.
The resulting tight side (maximum tension) (T1) in the belt at the drive pulley would be :T = TE + T
1
(N).
TI = T2 + TE (N) or,
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Therefore Unit Tension = Belt tension (N) / Belt width (mm) giving units of N/mm width.
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