Tech Talk

TECHNICAL UPDATE – “FIRST UNDERSTAND THE PROBLEM”

Here at Thompson Couplings we strive to design and deliver to you the best available product for your particular driveline requirements.

We don’t just sell the standard off-the-shelf coupling BUT will work with you (if needed) as the end user to understand the problems with your current situation and deliver a technical solution.

Based on our many years’ experience in driveline and machinery systems we understand that often it may not be obvious the cause of a systems vibration or noise or poor life etc. From lessons learned it is not wise to dive in and think it must be the coupling that is the culprit all to find the problem may still be there after the coupling has been replaced.

Instead take a look at the entire driveline and connected machinery and using some simple tools try and pinpoint where the originator maybe. In future articles I will elaborate more but simple checks such as:

  • Worn pump bearings will give signs of vibration even though the couplings maybe fine
  • Sloppy Vee belts or poor tension will give false readings in vibration
  • Loose motor mounts or pump supports will likewise give high vibration readings and make alignment impossible when using other specific types of couplings.
  • Etc.

The simple tools I mention include your sight, sounds and feel to safely identify possible sources of trouble first before bringing in the technical equipment. Use a screwdriver to your ear to listen to worn bearings, feel with your hand indications of hot spots in the shaft couplings or other components. REMEMBER though safety first when you are close to rotating machinery!

Next time we’ll discuss case histories to show how this all can be applied.

TECHNICAL UPDATE – “PROBLEM SOLVING EXPERIENCES”

It often transpires that in machinery that obtaining and maintaining perfect alignment for devices like driveshafts and couplings is near impossible to achieve. One may be able to initially setup the required tolerance of shaft axes required for a specific coupling however due to uncontrollable factors such as thermal expansion when in operation or flexure of the support frames these “go out the window” and vibration and/or premature failure occurs.

At other times a refit project may take place whereby a new prime mover (motor, engine etc) forcing the established axis alignment to be changed and no suitable coupling can be found to work.

A few years ago our engineers were presented with a sailing boat enquiry that had recently undergone a new engine refit. This new diesel engine had a shaft axis significantly higher than the previous engine hence the alignment with the existing fixed propeller shaft was compromised. If the traditional universal joints were to be installed the new angles were no longer compatible to provide constant velocity to the final drive.

Working closely with the boat owner and using his design drawings our team were able to calculate and offer him our unique Thompson Constant Velocity Joint (TCVJ 5B-15) to link the new engine and existing propeller shaft. The true constant velocity of the coupling provides near vibration free motion for the vessel and has since proved very reliable.

In his own words;

I can honestly say that your CV joint inexpensively solved a major problem during a refit of Route 66 done in 2011. We had decided to replace a finicky and high maintenance “saildrive” with a conventional propellor shaft and coupling. However, because of our engine placement and lifting keel we needed a true CV joint that could handle over 100 hp with an 8.5 degree change in shaft angle. Your brilliant joint allowed us to do this. The joint has been trouble free and functioning beautifully with minimal maintenance over several thousands of miles during this interval and I would certainly do it the same way over again and not hesitate to recommend it as a CV joint for any application given my experience.

TECHNICAL UPDATE – “Torque, Power and Speed Part 1”

In this article I want to dispel some misunderstandings when it comes to a well-known engineering relationship between Power, torque and speed; viz

Torque (Nm) = 9550 x Power (kW) / Speed (rpm).

This formula defines the linear relationship that one may see with a certain AC electric motor with different pole configurations, such as 2, 4, 6 or 8 pole that modify the synchronous speed in line with the pole number. Thus while the line frequency of say 50Hz (Australia) produces a theoretical synchronous speed of 3000 rpm for a 2 pole motor that same sized motor with a 4 pole configuration would sync at half that speed or 1500 rpm and its torque would be doubled (as per the linear formula above). The same relationship occurs in USA (60Hz) but the respective speeds become (3600 and 1800 rpm)

Where I have seen folk come unstuck is when motors are controlled by a Variable Speed Drive (VSD or VFD) and recording the final output speed BUT applying that same formula. It is erroneous to double the torque in this situation if the speed is halved. The principle of the VSD is to REDUCE the power as the Speed is reduced and hence the Torque effectively remains CONSTANT.

A simple chart shows this as follows:

So when selecting a suitable coupling based on the motor torque it is vital to understand how the system is controlled (VSD, DOL etc) and operated.

Next time we will discuss other types of power sources.

 

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.) www.thompsoncouplings.com

TECHNICAL UPDATE – “Torque, Power and Speed Part 2”

Torque, Power and Speed – other power sources

In a previous update we discussed how the fundamentals of power, torque and speed are related by the equation Torque= 9550 x Power/rpm

This linear relationship only holds true while ever power is constant, such as in a single or multi-phase electric motor running at synchronous speed. It also holds true when a fixed speed reduction device is used such as a gearbox or vee belt drive where the torque can be easily evaluated.

But what happens when the power is not constant across a prime movers speed range?

Consider for example a diesel engine of either single or multi cylinder configuration. An internal combustion engine such as this will generate its peak power at a certain rpm point. Either side of that point the power, and also torque, will diminish. One cannot expect the same torque relationship as previously mentioned to be applied to such a machine.

So when trying to size a suitable shaft coupling for a diesel drive to, say a fire fighting pump, what torque value does one choose for its size?

The solution we adopt is to study the specific performance curve particular to the engine in question. Engine manufacturers publish their own power, speed and fuel consumption curves for each model. By studying these curves one can select the point of operation where peak torque occurs, which is not the same as the peak power point. For instance Volvo Penta publish the following curves for their D12 range of marine inboard diesel engines:


While peak power is developed at crank speed of 1800 rpm or more the peak torque is found to occur at around 1200-1300 rpm. Trying to apply the linear equation for power and torque would give an erroneous answer in the engine torque at peak power. Thus to size an appropriate coupling based on its torque capacity one must start with the engine peak torque from its specific curve.

The same logic applies to other non-linear power sources such as gas turbines or even wind power generators where understanding the whole system is the key to successfully sizing a suitable shaft coupling.

At Thompson Couplings Ltd we have developed a sophisticated method for calculating the effects of various power sources speeds and torque patterns to enable us to design the correct coupling to suit individual applications.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.) www.thompsoncouplings.com

TECHNICAL UPDATE – “Understanding Shaft Alignment”

The subject of shaft alignment has been recorded in great depth by others over the decades and it is not for me to regurgitate the entire science (some may say a black art!)

What is laser alignment?

Laser alignment is the alignment of two shafts connected to 2 pieces of equipment within a tolerance, so that the connected equipment won’t suffer from Energy over load, pull more power from the Electric Motor, or effect premature failure of ancillary products such as, Bearings, seals, V Belts, Pulleys, Couplings or gearbox failure, pump failure, fan failure for example on rotating equipment.

Why laser align?

In recent times laser alignment has become an industry standard for engineers and maintenance staff to improve the reliability of their plant and equipment. This is because misalignment between rotating shafts causes undue vibration, noise and wear for such items as shaft seals and bearings leading to significant reduction in their useful life.  Studies also show that significant energy losses can occur when particular types of shaft couplings are misaligned due to the added side loads on the connected shafts.

Old Methods of alignment.

Old methods of alignment would use things like, piano wire, ruler, line of sight or dial indicators.

Modern methods of alignment and what they are:

While the advent of modern technology has enabled users to “plug and play” their alignment equipment (laser etc) to achieve a simple and quick result it is incumbent on us as technicians to understand the fundamentals of what is required and not just rely on a digital readout – sometimes erroneously.

2 methods of Alignment.

I like to categorise the requirement for shaft alignment into two distinct areas:

  1. Requirement for STATIC Alignment – or while the machine is stationary
  2. Requirement for DYNAMIC Alignment – that is when things start rotating

Clearly the majority of alignment methods can only focus on the first point – machines can only be aligned when stationary.

The importance of alignment and why.

It is here that every attempt is made to ensure coaxial alignment is achieved between the drive and driven shaft. This is usually done in both planes in line with the rotation axis with some degree of tolerance. The precision for alignment varies for the type of coupling involved however since many couplings have some type of flexural element involved any deviation from “perfect” will result in some degree of side loading being induced to the shafts proportional to amount of tolerance offset. The detrimental effects of misalignment (no matter how small) will be seen over time in component wear (seals, bearings etc), additional power consumption and eventual failure.

Why Coupling Manufacturers insist on tight tolerance values.

Most coupling manufacturers insist on such tight tolerance values to be adhered to for their product installation. They therefore take great effort (and expense) to align the shafts by either shimming motor or pump feet or making other adjustments to obtain coaxial alignment as far as practical.

Load cycles, flex or distort.

Great but now what happens when the machinery is energised, and various loading cycles undertaken? This is where the requirement for Dynamic Alignment is most important. As we know things flex or distort under dynamic actions such as:

  • initial torque energisation of a motor in a DOL configuration
  • fluctuations in torque when a pump is loaded or unloaded
  • torque changes when the gearbox of a rolling mill is loaded or unloaded with product
  • thermal expansion from connected pipework to machines such as boiler feed pumps or turbines
  • etc

Other significant factors can also cause things to go out of alignment – as simple as loose mounting bolts, flexible machine support bases and even corroded foundations all giving rise to the term “soft foot”. Almost no amount of STATIC alignment can solve the issue of soft foot as the connected machinery will flex the coupling to suit the loaded conditions.

Excessive loads

Generally, it is hoped that these dynamic limits are of a low enough order that the coupling tolerance can accommodate the resulting flexure. BUT as mentioned the resulting flexure will place a burden in the form of side loading onto the connected shafts and create extra wear, consume additional power and cause premature failure of the drivetrain.

While most other coupling designers need to balance the flexural requirement within tight tolerances it still stands that precision alignment can be rarely achieved in an economical way when dynamics are present.

Is Laser alignment dead?

As technology moves so fast in other industries some industries move slower, the Mechanical coupling other than materials has not moved on much in the last 100 years, this type of technology seem to have not changed with the times and we move ever faster is their now an advancement in mechanical couplings that will NOT require laser alignment a coupling that can handle side loads, vibration, accept lager misalignment without effecting the connected equipment, it will be energy efficient even when misaligned and installation will be in the minutes not hours, if you read the next part there is a company who has made one of the biggest advancements in coupling technology in the last 300 years, that have solved all of the issues spoken about in this article, so the questions you may ask yourself, IS LASER ALIGMENT DEAD? That solely depends on if you as a engineer, designer engineer are will to embrace this new tech and move forward into a new of technology before your competitors do.

Biggest leap in coupling technology in the last 300 years.

The Thompson TCAE range of products has therefore been designed to eliminate the need for precision alignment in the first place,Furthermore its self-adjusting features permit dynamic forces such as thermal expansion and soft foot to be catered for without imposing damaging side loads on the shafts.

The unique double hinged internal mechanism transmits torque at constant velocity and reduces imposed vibrations from rigidly mounted machines. With its wide range of movement (radially +/- 5 degrees and axially up to +/- 15 mm) it also provides effortless installation with minimal downtime. Tests have also been conducted to prove the energy saving potential of the TCAE compared to other flexural element couplings when various degrees of misalignment are created. The result is the TCAE does provide a positive cost/benefit return for most plant, with quicker installation, energy saving, reduced repairs on connected equipment, able to handle vibration and less down time for plant and equipment, the benefits are massive for your plant operation production run time with minimum down time.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.) www.thompsoncouplings.com

TECHNICAL UPDATE – “Shaft Alignment”

For over 50 years now our manufacturing industries have followed world’s best practices in equipment maintenance strategiesfrom and rightly so. These programs invariably have followed some form of continuous improvement philosophy (with various acronyms and terms) all to improve machine reliabilityand plant uptime.

In my early days it was TPM whereby regular work order routines were religiously printed off on a regular basis to perform planned maintenance on all equipment (over time) whether it needed it or not. This progressed to condition based monitoring to actively monitor the health of equipment and step in at the last minute to repair/overhaul or replace before failure occurs. While this process is still in use statistical probability techniques have been introduced for risk based maintenance to eke out resources based on risk vs return.

While these programs are valuable to companies they often only address the existing plant equipment and, as a machine designer, rarely do they complete the circle to integrate new equipment being introduced. I have often seen new plant being installed with the same inherent problems being experienced by existing plants but as long as the new plant has a condition maintenance routine in place it’s covered! Sometimes we seem to be blindly following existing paradigms without challenging why or is there a better way.

Take something as simple as motor to pump shaft alignment. We are conditioned now to accept how precious accurate shaft alignment is only because IT IS BASED ON THE TYPE OF COUPLING USED. Our maintenance orders and routines are full of regular Laser Alignment procedures to ensure the utmost precision is taken to ensure long reliable life. While this is no unfair reflection on the importance of Laser Alignment the real culprit is the lack of development in modern couplings that often require this sort of accurate alignment to be integrated.

In a previous article we discussed the different types of shaft alignment – Static and Dynamic. Whilst all forms of couplings may be accurately aligned with their respective connected shafts in a Static condition (Laser or other means) things can drastically change when dynamics take over. These dynamic effects will undermine the initial static setup if they are severe enough to extend beyond the tolerance range of the coupling.

The TCAE couplingwas developed by Thompson Couplings to suit the growing need of maintenance technicians to counter the demands of certain dynamic situations and stop the premature failure of existing couplings and their connected devices. This TCAE coupling, that has real alignment Eliminating capabilities, does exactly what it must,by automatically accommodating to the dynamic effects of shaft misalignment. It has a full range of freedom from radial to axial compensation with limits far in excess of standard couplings and beyond what industry actually require.

Having an angular alignment freedom of +/- 5 degrees with little resistance it exceeds limits for most connected applications. The internal double hinge arrangement of the coupling also permits all manners of misalignment including axial, parallel and combination offset in all planes.

This unique feature allows the TCAE coupling to be simply installed to suit the existing situation of both motor and driven device with no need for precision alignment. As is often the case when a pump is overhauled and brought back into service standard procedure involves laser aligning the coupling first. This adds extra time and cost to the situation to which the dynamic effects may afterwards negate the precision alignment in the first place.

By comparison the TCAE coupling is a set and forget option that engineers and maintenance personnel are using more and more to improve downtime and equipment reliability.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.)www.thompsoncouplings.com

TECHNICAL UPDATE – “Driveline Vibration”

In the years since we first developed the Thompson Coupling TCVJ® the most successful application has been for stern drives in various marine vessels. There are 3significant reasons for this success:

  • Ability to adapt to unequal drive angles between engine/gearbox and stern prop shaft- often as a result of engine refits
  • Demonstrated quality product to reduce driveline vibrations for marine propeller shafts
  • Cost affordability for marine users

Often when a vessel undergoes an engine refit the new power source is invariably different from the original unit. As such the crankshaft height entre is different to previous and hence the original driveshaft (normally a universal jointed or cardan shaft) is unusable without significant changes.

The fundamental requirement for any universal jointed (UJ) shaft is to have equal angles between the driver/ shaft and driven/shaft Thus is if the engine has a crankshaft angle of 5 degrees down then the driven stern shaft must also have the same angle (up or down – doesn’t matter). This is because the non-constant velocity nature of the intermediate shaft after the first UJ must be phased at 90 degrees by the second UJ in order to provide constant velocity at the final drive. This is why the 2 axes are parallel.

In the special case of marine drives the stern shaft is often slanted down (say 8 degrees) and therefore the engine gearbox has a similar angled output. However what some marine users have down is to use a standard horizontal output engine gearbox and , in combination with the TCVJ, used unequal angles to provide true constant velocity for the propeller. The unique feature of the TCVJ is its ability to transfer torque at an angle, with no sliding surfaces, at true constant velocity.

One customer had rebuilt his luxury sailing yacht with a new improved diesel engine. However since the mating angles were dissimilar he had to find another drive coupling arrangement. Working with the Thompson Coupling engineers he fitted the TCVJ 5B-15 coupling and shaft and has achieved over 10 years continuous successful operation. The resulting drive is virtually vibration free, smooth and reliable.

In a similar situation a well renowned service provider in the UK have fitted the larger TCVJ 2C-15 Thompson Coupling to one of the MOD navy tug boats. The vessel was recently fitted with new 500 HP diesel engines that also created dissimilar shaft angles with the stern drive shaft.

After running the new drives since August 2019 the client has reported back excellent vibration free running and reliable operation.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.)www.thompsoncouplings.com

TECHNICAL UPDATE – “Energy Savings”

One of the key features of the TCAE-R series couplings is its unique double hinged mechanism that induces minimal radial load onto the connected shafts. In contrast flexible couplings of the elastomeric type produce significant power losses when the shafts are not perfectly aligned. Our company produced a series of experiments to quantify this fact.

A 0.75kW electric motor was coupled to a generator mounted on a sliding frame. An electric actuator controlled the relative position of the 2 shaft centrelines to produce an adjustable parallel offset condition.

A Thompson TCAE-2-R coupling and a standard Rex Omega (30) elastomeric coupling were subjected to a series of tests by recording the power consumption of the driveline when the shaft centrelines were offset from 0 to 8mm. Normally the Rex Omega coupling would not be subjected to such a high amount of flex however at the maximum recommended offset of 1/8” (3mm) allowed the energy reduction was very apparent.

In contrast the TCAE coupling maintained a slight rise in power consumption over the large offset distance due to small losses within the coupling

When the results are converted to an energy loss percentage within the normal range of allowable alignment for the Omega coupling we can see quite significant differences. Moreover at a relatively minimal offset of 0.9mm (0.035”) for this type of coupling losses of 10% energy can be observed.

The results are not unique and have been previously replicated by others including JC Lambley formerly of ICI Chemicals as shown below:

The TCAE – R coupling provides significant cost advantages in terms of energy savings and total cost of ownership through reduced power consumption, elimination of shaft alignments services, reduced wear on connected bearings and seals etc.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.)www.thompsoncouplings.com

TECHNICAL UPDATE – “Cost Effective Maintenance”

In a recent post we illustrated the potential energy savings that can be made over alternative types of motor shaft couplings using the Thompson TCAE-R coupling.

As a former maintenance engineer for a large manufacturing group the continual cost pressures to perform under budget and maintain the highest plant runtime was always in the forefront of one’s daily duty. To develop the latest maintenance system using such terms as Preventative Maintenance, Predictive Maintenance, and Proactive Maintenance for our rotating machinery (pumps, rolling lines, gear trains, presses etc.) demanded a good understanding of the components reliability and the associated test and measure tools.

As many engineer has already said the reliability of a good pump or roller drive is only as good as the shaft coupling that drives it. Unless specified directly at the outset many OEM machines are often purchased unfortunately with the cheapest motor shaft coupling that have untimely let the system down due to failure or else burdened with lengthy maintenance schedules to keep the alignment in its critical state. Not only the expense but the time required to perform accurate laser alignment on such rotating machines costs the plant enormously in lost production that is extended to the many, many instances of like machines across most large plants.

The effective management of such as simple thing as a shaft coupling can be achieved with self-aligning couplings such as the TCAE-R by Thompson Couplings Ltd.

Compared to other types the TCAE-R coupling offers a fully sealed alignment eliminator device that can be removed from the high intense PM schedule of a plant. The TCAE-R coupling is akin to a “set and forget” device that remains fully sealed with no alignment requirements to be regularly checked. Not be misled the TCAE-R coupling will require a quick visual and audible observation as part of a much longer schedule to check for such events as damage from extraneous sources for example

Furthermore it’s “out of sight – out of mind” abilities lend themselves to applications that are often in remote and/or inaccessible places. Such examples include remote water feed pumps in minesites or pumps situated in hazardous areas that may require difficult and elaborate entry permits to access that would ordinarily require routine coupling alignment activities to be performed. In these instances the “set and forget” nature of the TCAE-R frees up the resources of the maintenance team for other more demanding duties.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.)www.thompsoncouplings.com

TECHNICAL UPDATE – “Thompson TCVJ® Coupling to Marine Driveshafts”

One market realising the benefits of the Thompson Constant Velocity Joint TCVJ® is the marine industry.

Specifically the integration of the TCVJ® to the powertrain that permits large angles of misalignment to be achieved is proving beneficial to many types of marine vessels.

Traditional types of powertrain shaft couplings – such as universal joints – have great limitations when the connecting angle from engine/gearbox to propeller shaft is moderately large (typically greater than 3 degrees)as significant shaft vibrations often occur. Additonally,with the flexible nature of the hull, shaft coupling misalignment creates further disturbances and energy losses in the powertrain from unwanted shaft side loads.

One recent application has seen the installation of the TCVJ®constant velocity shaft coupling for the main propulsion in a naval patrol boat. This vessel was recently refitted with two new 500HP engines. Since the newer engines had a crankshaft centreline significantly higher than the previous types created a new uneven shaft angle. As such a traditional universal joint shaft solution if fitted would lead to significant shaft vibrations when operating at normal engine speeds.

The boat builder turned to Thompson Couplings Ltd to develop a solution that would permit the new engines to be installed with minimal changes to the rest of the driveline.

The Thompson Couplings model TCVJ-2C-15 with nominal articulation angle up to 15 degrees was fitted with appropriate adaptor flanges to suit the new engine flywheel and gearbox flange. Once installed the resultant shaft angles measured 5 degrees at the engine flywheel and 1 degree at the gearbox. Since the TCVJ® operates at constant velocity at different angles (unlike a universal joint) the resulting vibration spectrum was smooth and well below permissible levels.

The resulting benefits of the Thompson TCVJ® driveshaft to the boat builder included:

  • Easy retro fitment of new modern engines in older craft without the need to maintain accurate alignmentof existing propeller shafts
  • Energy savings through the use of highly efficient coupling technology minimising shaft side loads
  • Proven reduction in vibration levels due to pure constant velocity shaft rotation
  • Resultant low noise signature of the craft from low vibration of the driveline- especially useful in military applications.

David Farrell – B.E. Mech (hons)J

(David Farrell is Chief Engineer for Thompson Couplings – designers and manufacturers of The Thompson Constant Velocity Joint. David has more than 30 years as a professional mechanical engineer involved in a wide range of mechanical engineering designs and maintenance projects. He was one of the key founders of Thompson Couplings Ltd since 2001 and continues to design the range of TC products as well as support the engineering community with specific applications for power transmission and shaft couplings.)www.thompsoncouplings.com

TECHNICAL UPDATE – “Coming soon. Please stay tuned.”