Product catalogue
Hydraulically operated multi-disc
clutches for marine gears
Intergrated Powertrain components,
Systems and Solutions
Couplings
Clutches
Gearboxes
Driveshafts
Brakes
Controls
Electric
Wheels
Catalogue No. D 228
This catalogue for hydraulically operated multi-disc clutches for marine gears cancels and replaces all former editions.
We reserve the right to modify the dimensions and constructions.
GKN Stromag products comply with the Quality Standard to DIN ISO 9001.
Content >
> Multi-disc clutches KMS / KMS...AV / KMS...THC
> Construction and Function
> Hints to the construction
> Switching processes
> Cooling oils for coupling types KMs And KMs...Av
> Selection of the clutch size
> Examples of assembly
4
5
7
8
13
Hydraulically operated multi-disc clutches for marine gears
Multi-disc clutch KMS / KMS...AV / KMS...THC
Hydraulically operated multi-disc clutches for marine gears They are used everywhere large torques
must be transferred reliably in the smallest of spaces. Setting the trend for GKN Stromag development
work is the „No Limit“ (KMS 200,000).
With a rated torque of over 2,000,000 Nm, a diameter of 1.2 m, and a weight of nearly 4 t, it is one of
the largest and most powerful clutches on the entire drive sector.
Benefits include
> Very favorable ratio torque / weight
> Low mass moment of inertia
> High heat load capacity
> Dissipation of the switching heat by oil inner cooling
> Long lifetime of the discs
> Less maintenance work, possible disc wear is balanced automatically by the piston stroke
> Remote control capability
> Infinitely variable increase of the oil pressure and consequently switching without shocks
> Mechanical emergency switching device in case of failure of the pressure oil supply
Type specific advantages
KMS...THC >
KMS >
KMS...AV >
> Switching heat dissipated by
internal oil cooling
> Switching heat dissipated by
internal oil cooling
> Integrated in the gears
> Integrated in the gears
> Clutch housing on bearings for
applications outside of the gears
> For large shaft diameters
>Higher thermal load capacity for
the same torque as KMS
> Clutch in protective closed
housing
For large torques
For high thermal loads
With external cardan shaft
connection
> No internal oil cooling necessary
> Direct connection e.g. of a PTO
to the clutch housing
4
CONSTRUCTION AND FUNCTION
The pressure oil is led to the cylinder space of the clutch through a bore in the shaft. Thereby the
piston presses the disc pack against the pressure disc and closes the clutch. Due to the consequently
occurring friction tightness between the inner discs and the outer discs a torque can be transmitted
from the inner body to the outer body.
When blocking the pressure oil, the torque transmission is terminated, the cylindrical pressure
springs set the piston to its release position. The clutch is disengaged. The inner discs are made of
steel and have spring effect. They separate the single discs precisely.
If the technical constraints require internal oil cooling (KMS, KMS…AV), the outer multi-discs feature
a special sintered bronze lining and a special surface geometry that under high thermal load can
convey enough cooling oil from the inside to the outside through the multi-disc package. The heat
generated by friction can then be absorbed and transported away.
HINTS TO THE CONSTRUCTION
The clutches are provided with a mechanical emergency switching device. The emergency screws at
the cylinder must be easily accessible.
In order to avoid oil leakage loss it is necessary to maintain the shaft fit m6 or n6 besides the clutch fit
H7. The clutch outer body must be duly bearinged with connection part and must be fixed axially like
the clutch inner body. All screws are secured by liquid loctite.
In order to prevent reduction of the clutch torque, use only oils without friction coefficient reducing
material (additives). The oil viscosity depends on the technical conditions. For further details see
chapter “cooling oils”. The hydraulic conducts must be dimensioned in compliance with the working
volume of the clutch and the cable length. Avoid sharp bends in the cables.
Insufficiently dimensioned cables deteriorate the switching behavior. The cooling oil conducts as well
must be sufficiently dimensioned to assure an optimum cooling of the disc pack. A small amount of
leakage oil penetrates with the metal piston rings we use. This has to be taken into consideration
when determining the pump output.
For the hydraulic oil and cooling oil conduct through the shaft corresponding conduct facilities are
required. These facilities can be located on the front side of the shafts or radial on the shaft. There is
a variety of executions.
In special cases please consult GKN Stromag AG.
The axial oil conduct is leakage-free. With the radial oil conducts a slight leakage oil flow occurs which
has to be taken into consideration when dimensioning the pump output.
5
Hydraulically operated multi-disc clutches for marine gears
Generally the leakage oil quantity of the clutch and the oil conduct depends on the size, production
tolerances, pressure, oil viscosity and temperature.
Please inquire the details for the particular application case.
Hydraulic connection
Cooling oil
Bronze
Fix free from
distortion
Fix free from distortion
Hydraulic connection
radial oil
conduct
Cooling oil
Bronze
Hydraulic connection
axial oil
conduct
Cooling oil
6
Switching processes
Switching the multi-disc clutch under a differential speed places a high mechanical and thermal load
on the clutch in addition to applying the clutch torque to the connected drive elements (shafts, gear
teeth, other clutches, etc.).
The buildup of switching pressure over time must therefore be introduced with care. The load on the
clutch is tested during its configuration stages (see “Selection of the clutch size”). The user may have
to conduct these tests on the other drive elements.
There is a range of hydraulic components and actuating options for building up the switching pressure
over time. For instance, proportional pressure control valves may be used. In principle, we recommend
switching the clutch over two stages, i.e. a lower switching pressure that synchronises the powertrain
under a low load.
Then the pressure needs to be raised to the maximum operating value for the reliable transfer of the
full drive power.
COOLING OILS FOR COUPLING TYPES KMS AND KMS...AV
Cooling oils serve for lubrication and heat dissipation of the frictional heat generated in the disc pack
during braking and with idle run.
The trouble-free operation – in particular the frictional behavior – strongly depends on the utilization
of suitable oils. For gearboxes with multi-disc clutches sometimes a compromise is required: oils being
favorable for a high gearwheel charge – special additives – can affect the frictional behavior of the multidisc clutch.
Requirements to the cooling oil,
special hints
> High ageing and thermal stability
> Good protection against corrosion
> Neutral to usual sealing materials, paintings, non ferrous heavy metal and steel
> Max. corrosion degree 2 DIN EN ISO 2160
> The alkaline setting must be less than TBN = 20
> No deposit of oil carbon
> Additives must not affect considerably the frictional behavior.
Grease lubricants such as MoS2 must not be used
> EP- and HD-additives (CLP-/HLP-oils) reduce the friction coefficient
> Usual viscosity range: 46…150 mm²/s, in special cases up to 220 mm²/s at 40°C
> High viscosity affects the switching behavior, excessive idle run torque can occur
We can provide you with a list of recommendations for your choice of suitable cooling oils and oil
lubricants. On request, we can also test other oils at our location.
However, special conditions of application may have negative effects on the friction behaviour.
7
Hydraulically operated multi-disc clutches for marine gears
SELECTION OF THE CLUTCH SIZE
In any case the determination of the clutch size should be carried-out by us. It is determined according
to the torque to be transmitted and according to the occurring switching heat. On the basis of
these data and considering the idle run heat the suitable cooling oil quantity can be calculated. It
must correspond to the pertinent clutch size and to the technical conditions of the individual
application case.
1. Determination of the required dynamic clutch torque
TKdyn req. = KA x TAn
TKdyn ≥ TKdyn req.
TKdyn req.
Required dynamic torque of the clutch
TKdyn
Available dynamic torque of the clutch
TAn
Minal torque of the prime mover, calculated from the nominal output
and nominal speed
KA
Application factor (Without ice class factor), depending on:
> Single- or multi-drive
> Type of flexible coupling (damping)
> Type of probeller or PTO
For specific application cases the ice class factor has to be considered.
Diesel connection by highly-flexible coupling
Single-drive
Multi-drive
Fixed pitch propeller
1.4
1.5
Controllable pitch propeller
1.3
1.4
Waterjet-Propeller
1.5
1.6
PTO drive
1.4
1.5
2. Recalculation of the clutch in relation to the friction heat charge
The clutch selected as per the torque shock factor KA has to be recalculated in relation to the occurring
friction heat charge.
If the admissible thermal load is not sufficient, a clutch with an accordingly higher admissible thermal
load has to be selected, namely independent from the factor KA.
8
The following has to be taken into consideration
> Engine type
> Engine nominal output and -speed
> Torque characteristic of the engine
> Mass moment of inertia of the input side with engine (ahead of the clutch)
> Clutch input speed at switching start
> Switching strategy
> Required acceleration time
> Entire mass moment of inertia to be accelerated
(gear and clutch parts, propeller shaft, propeller and water coefficient)
> Load torque or load torque characteristic curve during the switching process
> Switching frequency
The heat requirements are calculated at our location with consideration to the limits specific to
each clutch size.
If you wish, we can issue you a findings report.
3. Determination of the admissible permanent alternating torque
The clutch selected with torque shock factor KA must be recalculated with respect to the heat loads
generated by friction.
If the maximum thermal load is inadequate, a clutch must be selected with a higher thermal load limit,
irrespectively of the factor KA.
3.1 To avoid tooth profile lifting-off
With all conditions the permanent alternating torque must be less than the accordingly existing load torque to avoid lifting-off of the tooth profiles (no torque crossover).
TKW < Tload
Exception: Interruption free passing of the critical speed range
3.2 To avoid mechanical overloading
TKW ≤ ± (KA - 1) x TAn
(KA - 1) x TAn stellt den Unterschied zwischen TKdyn erf. Und TAn dar. Ein Wechseldrehmoment in
dieser Größe belastet die Kupplungsverzahnung max. mit TKdyn erf., welches ≤ TKdyn ist.
Damit wird die Verzahnung nicht überlastet.
4. Determination of the max. admissible clutch speed
From case to case check the max. admissible speed of the clutch.
Differ between:
> Speed with closed clutch (comparison with nmax in the data sheet)
> Speed with open clutch
a) Innerbody (comparison with nmax in the data sheet)
b) differential speed outer body/inner body (comparison with nrel in the data sheet)
9
Øa
Ø b H7
Øg
v
n
s
t
r
min.
max.
Working vol.
new state
max. wear
Mass moment of inertia
inside
outside
Weight
Cooling oil quantity
0.1
0.11
30
245
210
108
80
195
145
8
225
225
12xM10
12x8
145
135
59
104
17
24
12
15
10
6.5
kgm2
kgm2
kg
a
b
c
dmax
e
e1
l
m
n
p
q
r
s
t
v
w
f
g
h
k2)
j2)
0.175
0.17
40
270
235
120
90
215
160
8
250
250
12xM10
12x10
155
145
66
113
17
26
12
15
10
6.5
0.18
0.28
0.13
0.20
dm3
dm3
l/min
l/min
2.7
2,600
3,400
5
15
2.7
8,000
800
q
Øf
2,900
3,700
4
12
6,000
600
l
m
s
Øf
rpm
rpm
l
m
n
s
s
p
q
w
1120
0.285
0.272
51
300
260
130
100
240
180
8
280
280
12xM10
12x12
165
155
70
117
19
28
12
15
10
8.5
0.19
0.31
2,500
3,100
6
19
2.7
11,200
w
Ø d H7
Emergency
engagement
0.400
0.300
55
330
290
145
115
270
210
10
310
310
12xM12
12x12
140
130
86
23
36
12
18
10
9.5
0.18
0.30
2,300
2,750
5
14
2.6
9,300
1600.1
1) Max rel. speed between inner and outer part considering the direction of rotation
Øa
p
bar
bar
Øg
Excess working pressure
Spring return pressure
nmax.
Speed
rel.1)
Ø b H7
Nm
r
Øc
Tdyn.
Torque
Clutch size KMS
v
t
Øh
Øh
Threaded bore K
Fitting key bore J
Øc
Diameter mm
Lenght mm
Ø e1
Ø e1
Ø d H7
Øe
Øe
1600
0.521
0.445
72
330
290
145
115
270
210
10
310
310
12xM12
12x12
180
170
76
125
23
31
12
18
10
9.5
0.29
0.46
2,300
2,750
8
24
2.6
16,000
°
120
°
60
0.844
0.816
101
365
320
165
125
300
230
12
340
345
12xM14
12x16
195
185
81.5
134
25
33.5
15
21
10
9.5
0.37
0.59
2,000
2,500
10
30
2.7
22,500
2250
0.48
0.8
1,700
2,100
13
40
2.9
32,000
3200
2.7
2.23
190
455
405
220
165
380
300
14
430
430
18xM14
12x16
245
235
101
168
32
42
20
21
10
11.5
0.75
1.19
1,650
1,950
15
50
3
45,000
min. 25 3)
4500
4.76
4.1
269
505
455
250
190
428
340
16
480
485
18xM14
16x16
275
265
118
188
36
49
20
21
10
11.5
0.96
1.54
1,500
1,750
20
61
3
63,000
6300
8.03
6.36
360
560
500
280
210
470
370
16
530
530
18xM20
16x20
300
290
138
210
42
61
20
30
10
15
1.52
2.3
1,300
1,500
25
76
3
90,000
9000
Cone interference fit with feather key(s)
1.62
1.44
140
415
370
200
150
340
270
12
390
395
18xM12
12x16
220
210
93
150
27
39
15
21
10
9.5
Cooling oil
conduct
13.95
9.5
480
620
550
310
235
524
420
18
585
585
24xM20
16x24
335
325
152
230
46
68
20
30
10
15
2.1
3.1
1,200
1,400
33
100
3
125,000
12500
OPTIONAL SHAFT-HUB CONNECTIONS >
2) Thread and fitting key bores are to be made by the customer
0.652
0.546
78
365
320
165
125
300
230
12
340
345
12xM14
12x16
151
141
92
25
40
15
21
10
9.5
0.24
0.40
2,000
2,500
6
18
2.7
13,100
2250.1
120
°
°
60 oil conduct
Pressure
31.5
22.95
770
745
665
370
280
630
490
20
705
705
18xM24
16x24
370
360
168
248
52
75
20
36
10
17
3.0
4.4
1,000
1,150
43
125
3
180,000
18000
63.4
41.5
1090
860
780
430
315
740
560
22
820
820
24xM24
16x24
376
366
165
240
55
82
20
36
10
21
3.7
4.8
850
1,000
52
158
3
260,000
25000.1
69.4
48.0
1190
860
780
430
315
740
560
22
820
820
24xM24
16x24
410
400
177
264
55
82
20
36
10
21
4.4
6.3
850
1,000
62
190
3
315,000
25000
50000
195.0
116.0
2210
1050
955
530
400
920
725
28
1000
1000
24xM30
16x30
510
500
224.5
320
69
104.5
20
45
10
21
7.7
11.4
650
840
105
310
2.8
500,000
3) Max. admissible 29 bar
117.0
69.8
1650
950
855
480
360
820
640
25
900
900
18xM30
16x30
470
460
208.5
300
63
96.5
20
45
10
21
6.0
8.5
750
900
85
250
3
360,000
36000
Involute spline fit (e.g. DIN 5480)
Øg
v
n
s
Tdyn.
Øc
Øg
Øa
Øc
min.
max.
Working vol.
new state
max. wear
Mass moment of inertia
inside
outside
Weight
Cooling oil quantity
Excess working pressure
Spring return pressure
nmax.
Speed
rel.1)
Torque
r
Ø b H7
Cluch size KMS...AV
v
t
r
l
m
n
p
q
r
s
t
v
w
dmax
e
e1
f
g
h
k2)
j2)
kgm2
kgm2
kg
1.55
1.57
148
415
370
165
120
340
270
12
390
395
18xM12
12x16
220
210
90.5
150
27
36.5
20
21
10
-
0.62
0.98
a
b
c
3200
32,000
dm3
dm3
l
m
s
Øf
3
1,600
2,100
19
57
l
m
n
s
s
p
bar
bar
rpm
rpm
l/min
l/min
Nm
t
q
Øf
w
2.0
1.53
151
455
405
208
155
380
300
14
430
430
18xM14
12x16
190
180
115
32
50
20
21
10
11.5
0.48
0.77
2,5
1,400
1,950
12
35
26,000
4500.1
q
w
Ø d H7
Emergency
engagement
4500
2.6
2.3
195
455
405
208
155
380
300
14
430
430
18xM14
12x16
245
235
110
168
32
42
20
21
10
11.5
0.9
1.4
2,5
1,400
1,950
20
60
45,000
1) Max rel. speed between inner and outer part considering the direction of rotation
Øa
p
Øh
Øh
Threaded bore K
Fitting key bore J
Ø b H7
Diameter mm
Lenght mm
Ø e1
Ø e1
Ø d H7
Øe
Øe
°
3.7
3.1
224
505
455
220
175
420
330
16
480
485
18xM16
12x16
225
215
105
142
36
45
20
24
10
11.5
0.79
1.2
2,6
1,350
1,750
18
54
44,000
6300.1
120
°
60
120
°
°
6.2
5.0
300
560
500
250
200
470
365
16
530
530
18xM20
12x20
247
237
155
42
70
30
30
10
15
1.1
1.6
2,6
1,150
1,600
22
64
60,000
9000.1
Cooling oil
conduct
6.9
5.9
331
560
500
250
200
470
365
16
530
530
18xM20
12x20
274
264
120
182
42
50
30
30
10
15
1.3
2.0
2,6
1,150
1,600
27
80
75,000
min. 25 3)
9000.2
7.6
6.8
365
560
500
250
200
470
365
16
530
530
18xM20
12x20
300
290
139
210
42
57
30
30
10
15
1.6
2.5
2,6
1,150
1,600
32
96
90,000
9000
13.0
10.7
495
620
550
280
220
524
420
18
585
585
18xM24
12x24
355
345
152
250
46
62
30
36
10
15
2.3
3.5
2,8
1,000
1,400
40
120
125,000
12500
Cone interference fit with feather key(s)
18.1
12.7
520
700
620
310
245
592
460
20
660
660
18xM24
16x24
258
248
160
51
78
20
36
10
17
1.8
2.6
2,6
900
1,250
30
88
105,000
18000.1
OPTIONAL SHAFT-HUB CONNECTIONS >
2) Thread and fitting key bores are to be made by the customer
4.5
4.2
275
505
455
220
175
420
330
16
480
485
18xM16
12x16
275
265
116
188
36
47
25
24
10
11.5
1.2
1.9
2,6
1,350
1,750
26
80
66,000
6300
60 oil conduct
Pressure
61.0
40.4
1,115
860
780
400
300
722
560
22
820
820
24xM24
16x24
375
365
165
240
55
70
35
36
10
21
3.5
4.9
2,6
700
1,000
60
183
260,000
25000.1
3) Max. admissible 29 bar
23.5
19.2
580
700
620
310
245
592
460
20
660
660
18xM24
16x24
330
320
174
233
51
68
20
36
10
17
3.3
4.7
2,6
900
1,250
50
150
180,000
18000
66.8
46.3
1,220
860
780
400
300
722
560
22
820
820
24xM24
16x24
410
400
180
275
55
78
35
36
10
21
4.2
6.2
2,6
700
1,000
72
220
315,000
25000
Involute spline fit (e.g. DIN 5480)
50000
152
107.5
1,970
970
876
450
320
860
650
25
920
940
36xM30
535
486
223
360
68
98
24
48
49
-
7.6
12.7
2,7
600
900
105
320
500,000
y
1.28
2,100
2,500
0.035
0.065
0,027
0,094
N 40 x 2 x 18
28
185
150
130
90 j6
63
35 H7
36 H9
45 H7
130
187
2
25
44
111
10.5
33.5
72.5
8xM12
12xM8
bar
bar
rpm
rpm
dm3
dm3
kgm2
kgm2
l
n
o
p
q
r
s
t
u
v
w
g
h
j
k
d
e
f
kg
a
b
c
1,400
Nm
140
Gew.-Bohr.
Threaded
bore ww
Øk
Øi
240
0.050
0.101
1.08
1,900
2,400
2,400
0,037
0,18
N 50 x 2 x 24
39
214
175
155,5
110 j6
75
45 H7
46 H9
55 H7
165
205.5
2.5
30
50
110
17.5
27.5
71
8xM14
12xM8
Ø h H7
Øl
1) Max relative speed between inner and outer part with consideration to sense of rotation
Threaded bore
Tdyn.
Excess working pressure
Spring return pressure
nmax.
Speed
rel.1)
Working vol.
new state
max. wear
Mass moment of inertia
inside
outside
Gearing
DIN 5480
Weight
Clutch sizee KMS...THC
Torque
Diameter mm
Lenght mm
u
r
Øm
s
n
0.060
0.099
1.7
1,900
2,400
3,700
370
q
0,072
0,251
N 65 x 3 x 20
48
231
190
155,5
110 j6
85
55 H7
59 H9
70 H7
180
215.5
2.5
30
50
120
17.5
33.5
75
10xM16
12xM8
t
y
Verzahnung
Gearing
(DIN 5480)
Øg
p
Emergency
Notschaltung
Øf
Øc
Ød
Øe
690
0.111
0.222
2.68
1,900
2,300
6,900
Øb
0,21
0,7
N 80 x 3 x 25
85
290
250
218
140 j6
112
70 H7
74 H9
85 H7
140
195
244 F7
228
5
30
65
120
19
33.5
73
8xM18
8xM12
min. 27 2)
o
Gew.-Bohr.
v
Threaded
engagement
Øa
990
0.179
0.313
3.01
1,900
2,300
9,900
1400
0,71
3,17
N 100 x 3 x 32
184
405
340
280
175 j6
147
90 H7
94 H9
110 H7
220
365
325 H7
278
6
38
70
155
22.5
43.5
94.5
8xM22
12xM16
0.184
0.406
3.99
1,900
2,300
14,000
2) Max. admissible 29 bar
0,436
1,105
N 90 x 3 x 28
111
330
280
245
175j6
116
75 H7
84 H11
100 H7
210g6
270
250
245
6
32
70
130
14.5
39.5
81.5
8xM20
12xM12
bore v
2250
1,37
5,20
N 130 x 3 x 42
252
455
390
345
250j6
168
120 H7
124 H11
140 H7
220
300
275H7
313
5
42
90
160
21.5
43.5
100.5
10xM24
12xM16
0.293
0.586
4.01
1,900
2,300
22,500
Example of Assembly >
Hydraulically operated multi-disc clutch KMS 18000
arranged on the gear output side. Drive of a double-hull hight-speed ferry through gas turbines
(2 x port, 2 x starboard, master and slave each) and one double-reduction gear each on 4 water jets.
Clutch
Water jet
MSCC
GT1
GT2
Water jet
Clutch
13
Hydraulically operated multi-disc clutches for marine gears
Hydraulically operated multi-disc double clutch KMS 50000
as special execution with small outer diameter (short axle distance enginepropeller shaft) in the main
gear of a shuttle tanker. Further multi-disc KMS for connection os auxiliary drives.
PTO Pumps
Engine
PTO Generator
Propeller
Hydraulically operated multi-disc clutch KMS
14
Hydraulically operated multi-disc clutch KMS
mounted within a gearwheel in a marine main gearbox.
Generator
Diesel engine
to Propeller
Hydraulically operated multi-disc clutch KMS 9000
externally located on the main gear of a RO-RO container cargo vessel with double engine system.
Engine
Clutch
Propeller
Engine
Clutch
PTO
15
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Ipsley House,
Ipsley Church Lane,
Redditch,
Worcestershire B98 0TL
P: +44 (0)1527 517 715
Couplings
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Hansastraße 120
59425 Unna
P: +49 2303 102-0
F: +49 2303 102-201
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