Couplings PDF

Table of Contents
Couplings
SECTION PAGE #
1. Types of Couplings .............................................................................................. 1
2. Grease Lubrication of Couplings ....................................................................... 13
3. Coupling Guards ................................................................................................ 14
4. Continuous Oil Lubrication ............................................................................... 17
5. Retrofit of Gear Couplings with Disk or Diaphragm Design ............................ 19
6. Forces and Moments Produced by Flexible Couplings ..................................... 20
7. Balancing of Couplings...................................................................................... 23
8. Vibration Response to Coupling Problems ....................................................... 27
9. Coupling Hub-to-Shaft Connections ................................................................. 28
10. Coupling Installation........................................................................................ 34
11. Inspection of Couplings ................................................................................... 44
12. Bibliography..................................................................................................... 46
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1 Types of Couplings
1.1 Introduction
What is a shaft coupling? A coupling is a machine element that transmits mechanical power
between two shafts. Couplings also allow machine shafts to be disconnected, which allows
manufacture, assembly, and maintenance activities. There are two general classes of couplings:
rigid and flexible.
Rigid couplings have limited misalignment capability because the only flexibility (de-coupling of
bending moments between shafts) is from the beam strength of the shafts themselves. Rigid
couplings are not as prevalent as flexible couplings and are used primarily for large turbine
generators and vertical pumps.
Flexible couplings reduce the bending stress on shafts that have less than perfect lateral and axial
positioning (misalignment). This means that almost all machines that are connected should have
flexible couplings, because alignment is never perfect and shafts move axially. Thermal
expansion and load changes will also change alignment. Flexible couplings reduce the
transmitted bending moments by introducing a shafting element with increased flexibility
(reduced bending stiffness) between the two shafts. Transmitted axial forces are also usually
reduced because the coupling is more compliant in the axial direction that the connected shafts.
This allows greater margin for alignment error, reduces shafting stresses, and helps extend
machine life.
Flexible couplings are also important from a lateral vibration response standpoint, as they
uncouple or reduce the forces and moments transmitted from one shaft to another. Coupling
weight and center of gravity can be important influences on rotor response.
Couplings can have a significant effect on the torsional vibratory response of a system.
Elastomer couplings are often used to de-tune and dampen system torsional response.
The operating of a coupling is dependent largely on the amount of misalignment that the
coupling is subjected to during its operating life. Large amounts of misalignment increase the
stress on the couplings (bending or Hertzian) and the connected shafts. The life of lubricated
couplings depends heavily upon the quantity and quality of the lubricant used. Lack of
lubrication will increase wear rates and increase the magnitude of the reaction forces generated
by the coupling.
There are many different types of flexible couplings. The designs discussed here include gear,
grid, disk pack, diaphragm, Cardan joint, and elastomer couplings
Flexible couplings generally consist of four major components:
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Page 2 Applied Diagnostics
Hub: The hubs are the anchors for the flexible elements and are the means by
which shaft torque is transmitted to the flexible elements.
Flexible Element: The parts of the coupling that allow for misalignment through movement.
Spacer: The spacer makes up the gap between shaft ends (commonly called
Distance Between Shaft Ends or DBSE) and is generally a hollow tube
that connects the flexible elements. Not all flexible couplings have
spacers.
Bolts: Bolts are used to connect parts of the coupling.
There are two general classes of flexible couplings differentiated by how misalignment is
accommodated. Couplings that have sliding elements (generally also lubricated) utilize a low
friction coefficient to allow relative motion between the misaligned shafts. Flexing element
couplings use the deflection of a relatively elastic member to accommodate the misalignment.
Gear couplings, grid couplings, splines, and universal joints are examples of couplings that use
sliding elements. Elastomer, disk, and diaphragm couplings are examples of couplings that use
flexing elements.
Couplings size is usually determined by torque rating. Service factors are used to de-rate
couplings for applications where torque fluctuates or other operating conditions, such as
temperature, require de-rating of the coupling parts. Coupling ratings and service factors will
vary dependent upon the type of coupling and service.
1.2 Gear Couplings
Gear couplings can transmit more power per pound of

weight than any other design. This is because the torque
is distributed through many teeth, where disk or
diaphragm designs utilize relatively few connection points
(bolts). Gear couplings transmit torque by the
engagement of gear teeth. The usual failure mode for gear
couplings is surface wear of the gear teeth due to overload Figure 1 : Illustration of How a Gear
from misalignment, lubrication deficiency, or material Coupling Accommodates
hardness deficiency. Misalignment Through Sliding
The usual gear coupling arrangement is for the hub mounted to the shaft to have external teeth
and the outside cover, or shroud, has the meshing internal teeth. Misalignment results in axial
shuttling of the gears as the shafts rotate. Gear couplings can provide more axial shaft movement
than disk or diaphragm designs because the hub teeth are shorter than the shroud teeth.
Most gear couplings are either grease or oil lubricated. It should be noted that a certain amount
of misalignment is required to circulate the lubricant into and out of the gear mesh. The need for
lubrication increases with the amount of misalignment, and so does the circulating action of the
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shroud motion relative to the hub teeth. The most significant influence on gear coupling life is
lubricant viscosity, which directly influences wear rate.
Contact pressure is the pressure developed by the hub and shroud teeth in mesh. Contact
pressure determines the wear rate of gear teeth and the service life of a gear coupling. Allowable
contact pressures for straight and curved teeth are shown in Table 1. The limits for contact
pressures are used in calculation of gear coupling ratings. Different formulas are used to
calculate the contact pressure for straight and curved teeth.
Coupling Tooth Shape Pallow for Carbon Steel (psi) Pallow for Hardened Alloy Steel (psi)
Straight 2,000 8,000
Variable Curvature 4,000 16,000
1.2.1.1.1 Table 1 Allowable Contact Pressures for Gear Couplings
The equation for calculating contact pressure for straight gear teeth is:
T
P=
(PDAddLN )
The equation for calculating contact pressure for curved gear
teeth is:
T
P = 3190
PDAddRN
Where:
T = torque (in-lb) Figure 2 : Cutaway of Close
PD = pitch diameter (in) Coupled Gear Arrangement
Add = addendum (in)
L = tooth axial length (in)
N = number of teeth
R = tooth radius of curvature (in)
Parallel and angular misalignment capability is increased by gear tooth crowning and backlash.
Crowning incorporates curved tooth flank and top so that the tooth is not edge loaded when
misalignment is present.
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Backlash is the tangential clearance between the hub and shroud

gear teeth. Backlash is usually created by reducing the shroud
tooth thickness, since the internal tooth is inherently stronger than
the external tooth. Larger backlash allows greater misalignment.
As radius of curvature and backlash are increased for added

misalignment tolerance, the torque capacity of the coupling Figure 3 : Definition of Gear
decreases. Torque transmission capability of gear couplings is a Coupling Backlash
function of tooth radius of curvature. Small radii imply a smaller
contact area and larger contact pressure, therefore limiting transmitted power. Most high
performance gear couplings use a variable curvature tooth flank
to improve coupling rating. The variable curvature tooth flank
has a large radius in the axial center of the tooth, which becomes
gradually smaller towards the end of the tooth. This variable
profile allows large misalignment capacity without large contact
pressures when couplings are working at small misalignments.
This makes torque rating a function of operating misalignment
Most gear couplings utilize a 20 degree pressure angle tooth

profile. Axial forces produced by gear couplings are directly
proportional to the value of the pressure angle (see the section on Figure 4 : Gear Tooth Showing
Forces and Moments). The centering forces generated by torque Crown and Face Curvature
acting on the tooth flank are also proportional to pressure angle.
Larger pressure angles increase axial and centering forces. A high axial force is not desirable,
but a strong centering force is desirable with regard to balance and wear. The 20-degree pressure
angle seems to be the best compromise between the two conditions.
Gear couplings rely on a lubricant to minimize sliding friction and resultant wear. Lubricant
failure almost inevitably results in coupling failure. The
lubricants used for gear coupling lubrication are grease
and oil. The majority of oil lubricated couplings utilize a
forced lubrication system. General purpose (low speed)
grease lubricated gear couplings must be periodically shut
down for re-lubrication. Special purpose (high speed)
continuously lubricated gear couplings generally have
longer service lives than grease lubricated models, but
have shorter service lives than disk or diaphragm designs
Most gear hubs have 60 teeth, except for very small sizes.
This is because backlash must increase with coupling
diameter to maintain misalignment capability (usually
expressed in degrees). The use of 60 teeth on all sizes Figure 5 : High Performance Gear
results in the increase in diametral pitch with diameter. Coupling
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This gives a constant number of teeth for a given angle of misalignment, since diametral pitch is
the quotient of the number of teeth divided by the pitch diameter.
1.3 Disk Pack Couplings
Disk couplings accommodate misalignment through the

flexing of metal disks. There are always two flexible
elements, one near each shaft end. The metal disks are
arranged in packs of thin disks. Disk couplings do not
require lubrication and generally operate at higher
temperatures than gear couplings because there is no Figure 6 : Illustration of How a Disk Pack
cooling effect from the lubrication. Disk pack couplings Coupling Accommodates Misalignment
Through Flexing
are not suited to applications where high axial motion is
generated, because disk pack couplings generally have much higher axial stiffness than gear or
diaphragm couplings. Disk pack couplings transmit more power per inch of diameter or pound
of weight than any other non-lubricated coupling. Disk pack coupling service life is directly
related to misalignment.
Torque is transmitted from coupling hub to the disk pack through bolts in a tangential direction.
Disks are usually supplied with four, six, or eight bolt holes. Increasing the number of bolts
increases the torque capacity. Increasing the number of bolts also reduces the allowable
misalignment and axial displacement.
Maximum stress in the disks occurs at the bolt holes. The disks are subjected to tension,
compression, and bending forces. The tension and compression forces are created by the applied
torque, with half of the disk sections between bolt holes in tension and half in compression. The
sections in tension transmit torque, the compressed sections do not transmit torque and tend to
buckle (as any would any slender beam in compression).
The tension force in a disk is:
T
F=
3A
Where:
BC cos
A=
2
T = Applied Torque
BC = Diameter of bolt circle
= 45 degrees for 4 bolt couplings
30 degrees for 6 bolt couplings Figure 7 : Cutaway of Disk Pack Coupling
22.5 degrees for 8 bolt couplings
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Disks are subjected to bending stress in the radial and axial directions. Bending stress in the
axial direction is from axial displacement of the two coupling hubs. Axial displacement can be
caused by stretch or compression from incorrect installation, axial thermal growth, or thrust
bearing failure. This type of displacement subjects the disk pack to a constant stress. Axial
displacement that is a result of angular misalignment causes a cyclic stress on the disk pack.
Bending stress in the radial direction is caused by relative angular deflection between the two
hubs that causes distortion in the disks
Some disks are scalloped at the OD to create a beam with

uniform stress to increase flexibility, since a uniformly
stressed beam is more flexible than one that is not
uniformly stressed. Certain high torque designs use
double bolts at radial locations to reduce stress at the bolt
holes.
The maximum tensile stress due to torque in a disk occurs

in the area around the bolt holes and is given by:
F Figure 8 : Coupling with Scalloped Disk

=
t (W - d )n Design
Where:
= Maximum tensile stress
t = Disk material thickness
W = Width of disk ([OD ID]/2 for circular disks)
d = bolt hole diameter
n = 2 for 4 bolt couplings
3 for 6 bolt couplings
4 for 8 bolt couplings
Low values of residual unbalance (small balance

tolerances) are difficult to achieve with disk couplings
unless piloting of the disks and disk packs are maintained.
This means that individual disk packs should not be
disassembled when the spacer is removed. Some
manufacturers supply disk packs that are bolted or riveted
together so that they are removed as units when couplings Figure 9 : Exploded View of
are disassembled and there is no loss of disk piloting. Scalloped Disk Design
Disk packs are subject to fretting caused by motion of the disks against one another. Fretting is
actually the generation of small surface cracks and causes rapid failure of disks from fatigue.
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Standard disk material is austenitic (300 series) stainless steel. Where coupling guards are made
of expanded metal or have inspection ports, disk packs can be inspected with a strobe light
during operation. Disk packs are covered for some designs, so inpection during operation is not
possible. Disk failures usually start at the bolt hole area of the disks in end of a pack, which
means that early detection of failure is possible with
regular inspection.
1.4 Diaphragm Couplings
Diaphragm couplings, like disk couplings, accommodate

misalignment through the flexing of metal disks. There
Figure 10 : Illustration of How a Diaphragm
are always two flexible elements, one near each shaft end. Coupling Accommodates Misalignment
Diaphragm couplings do not require lubrication, but Through Flexing
generally operate at higher temperatures than gear
couplings because there is no cooling effect from the lubrication.
Diaphragm couplings transmit torque radially through the diaphragm from a bolted connection
situated near the OD of the hub to the spacer diameter, where the connection is normally welded
or splined. The shear forces in the diaphragms vary with the radius.
Angular misalignment causes bending stress and axial displacement in

diaphragms. These stresses vary with diaphragm radial length (half of
the difference of the OD minus the ID) and the ID. To reduce these
stresses, the coupling designer can increase the OD, decrease the ID, or
both. There are disadvantages to both modifications. Reducing the ID
will increase the shear stresses from the applied torque. Increasing the
OD makes the coupling heavier, increases the windage losses and heat
generation, and increases the stresses at the OD of the disk caused by
rotation.
There are two general classes of diaphragm design, which mostly differ
in the way the designs accommodate the varying shear stress produced
by the applied torque. The contoured diaphragm design (see Figure 11)
uses a single diaphragm that has a thickness that varies inversely with
diameter, with a thicker cross section near the spacer tube. The Figure 11 : Cutaway of
thickness variation is exponential with radius, which results in a nearly a Contoured
uniformly stressed diaphragm. The convoluted diaphragm design Diaphragm Coupling
utilizes multiple wavy (convoluted) elements that are uniform in
thickness (see Figure 12 and 13). Convoluted diaphragms are not uniformly stressed because the
thickness is constant with changing radius. Contoured diaphragms have near linear bending and
non-linear axial spring rates, while convoluted diaphragms have non-linear bending and near
linear axial spring rates
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The contoured diaphragm design is simple, with only two flanged hubs and a connecting spool
with the diaphragms. Contoured diaphragm designs generally have the diaphragm welded to the
spacer tube and bolted to the hub. Contoured diaphragms are very expensive to manufacture.
The weld joining the diaphragm to the spacer tube is very highly stressed and requires meticulous
Figure 12 : Cutaway of Convoluted Diaphragm

Coupling
Figure13 : Cross Section of
Convoluted Diaphragm
Assembly
quality control. Contoured diaphragm couplings are generally larger in diameter than other
coupling types, and therefore generate more windage losses and operate at higher temperatures.
Contoured diaphragms are highly stressed relative to most shafting elements, so the diaphragms
are sensitive to damage. In fact, the endurance limit of contoured diaphragms (as with any
component subject to reversed bending stresses) is dependent upon surface finish. This is why
most designs have fixed covers over the actual diaphragms for protection. Contoured diaphragm
couplings become highly stressed when subjected to large axial displacements. This makes it
essential to know the actual shaft axial operating positions in order to have the correct pre-stretch
or compression during installation.
Convoluted diaphragm couplings are generally more flexible than contoured diaphragm designs
and therefore can accommodate larger misalignment and axial displacements. Convoluted
diaphragm designs generally have more parts and many bolts compared to contoured diaphragm
or gear designs and are generally heavier than other coupling designs. Similar to disk pack
couplings, the outside diaphragms in a pack are more highly stressed, so failures start at the outer
flexible elements. The individual disks in a convoluted disk pack are separated by thin spacers at
the OD and ID to reduce the probability of fretting between disks. Axial displacements within
the manufacturers limits generally impose low magnitude stress in convoluted diaphragms.
Large displacements of 150-200% of rated axial movement can cause the diaphragms to pop
and exceed the yield strength of the material. Disk packs that have been overstressed axially
should be replaced immediately.
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Convoluted diaphragm couplings are more easily adapted to a reduced-

moment configuration than contoured diaphragm designs. This is
because the use of mutiple disks reduces stress level relative to the single
contoured diaphragm. A reduction in coupling mass moment is required
when coupling mass and center of gravity location has an adverse effect
on the vibration response of the machine rotor system. The overhung
coupling moment relative to the bearing centerline can be reduced by
relocating the large mass components (in this case, the diaphragm
assemblies) towards the bearing centerline. Figure 14 illustrates the
difference in axial location of the disk pack for a reduced moment design. Figure 14 : Reduced
Moment Convoluted
1.5 Grid Couplings Diaphragm Design
Grid couplings are very similar to gear couplings. In the grid coupling, the shroud teeth in a gear
coupling are replaced by a hardened flexible ribbon spring (grid) retained by a split cover as
shown in Figure 15. Torque is transmitted by deflection of the grid. The split cover is also used
to retain the grease used to lubricate the teeth and grid. Grid couplings are always applied in a
close-coupled (no spacer) arrangement.
Grid couplings are significantly softer torsionally than gear couplings, which increases capacity
to absorb shock loads. Torsional stiffness of the grid coupling is a function of parallel
misalignment and increases exponentially with applied torque. The teeth on the hubs are heavily
crowned at the ends which allows the coupling to accommodate misalignment.
The bending deflection of the grid (see Figure 16) changes

the effective length of the part of the grid in bending,
which gives the non-linear torsional stiffness
characteristic. The shape of the crowning on the ends of
the coupling teeth determines the rate of change of the
torsional stiffness.
1.6 Universal (Cardan) Joints
Universal joints use sliding members to transmit torque.

Universal joints are used in relatively low speed, high
torque applications, with torques up to 25,000,000 lb-in Figure 15 : Cutaway of Grid
(2,800,000 N-m). Coupling
Rotation and shaft axis offset are accommodated by
rotational movement of a cross and yoke assembly at each
joint. A grease-lubricated bearing or bushing is located at
the cross to yoke junction.
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Figure 16 : Schematic of Grid

Deflection with Torque
Figure 17 shows a single universal joint arrangement. Single universal joints cannot transmit
power between shafts that have parallel offset. Single universal joints are only used to transmit
small forces at very low speed because of Cardan error. Cardan error is the change in the
angular velocity of the driven joint during rotation. The change in angular velocity of the driven
joint is sinusoidal. The amplitude and lead and lag angles are dependent on the angle between the
shafts. During a single rotation of the drive shaft, there are four changes in angular velocity.
This means that the driven shaft experiences acceleration and deceleration twice each revolution.
With large angles between shafts and high speeds, the inertial forces become very large.
The problem of high inertial forces produced by a single universal joint can be overcome with the
use of a double joint. Figure 18 shows double universal joint applications in what are called Z
and W arrangements. The motions in the second joint compensate for the non-uniform
velocity of the first joint provided that: all sections
of the universal joint lie in one plane, the yokes of
the center section are in one plane, and the angles
of the drive and driven shafts to the center section
are equal. When all these conditions are fulfilled,
the driven joint is offset 90 and cancels out the
torsional accelerations of the driver joint relative
to the driven shaft.
A large number of universal joints are equipped Figure 17 : Single Universal Joint
with axial splined connections, either in the
middle section or at the driver and driven shafts. The splines act to allow motion in the axial
direction due to thermal or other movements and helps reduce the magnitude of the axial force
created by improper alignment transmission.
Contrary to widespread practice, correct alignment of the shafts connected by a double universal
joint is just as, or more, important than with other types of couplings. For high speed
applications, severe vibration can occur if any of the three angularity and phasing requirements
stated above are not met. If the installation requires unequal angles between the driver and
driven shaft and the center section, it is sometimes possible to reduce the vibration caused by the
unequal angles. Vibration can sometimes be reduced by changing the phase relationship between
the driver and driven yokes by indexing the spline in the center section (assuming a splined
center section). Most universal joint manufacturers can calculate the index angle if they are
given the two offset angles. A trial and error approach using a small angular increment for
indexing can also be used with caution. Caution is required, as the vibration may get much
worse at certain yoke index angles.
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The power rating of universal joints is based on

strength and life. The strength rating is based on
the endurance or yield strength of the weakest link
in the joint. The weakest link in the joint is
usually the cross. The strength of the cross is
determined by the bending strength of the cross
trunnion arms.
The life rating of the universal joint is based on

the life rating of the bearing elements in the cross
and yoke assembly. Most heavy duty joints have
needle roller bearings, so the life is calculated
using the normal L10 life equations for antifriction
bearings.
Figure 18 : Z and W Cardan Joint Arrangements
The normal failure mode for universal joints is wear of the cross or bearing journals. This wear
is usually caused by inadequate lubrication. This situation is the same as the wear failure of gear
couplings, in that regular lubrication with the proper lubricant seems to be the exception rather
than the rule. Broken crosses are a result of overload. The break in the cross is located at the
base of the trunnion arm. The splined connections mentioned above are also subject to failure
from improper lubrication and overload.
Vibration will be present in universal joints that have less than perfect alignment. This vibration
has both torsional and lateral components. The torsional component of the vibration is caused by
the angular acceleration and deceleration of the universal joint from to misalignment. The lateral
vibration component is caused by moment reactions from the torque applied and offset angles.
The predominant frequency of the vibration caused by universal joint misalignment is twice
running speed. Increased parallel offsets between the driver and driven shafts will have greater
vibration amplitude for a given axial distance between shaft ends. This means that large parallel
offsets at high speed require the smallest tolerance for alignment.
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1.7 Elastomeric Couplings
Elastomeric couplings utilize the flexing of an elastomer to

accommodate misalignment, similar to the way disk and
diaphragm couplings use the flexing of metal disks. Most
elastomeric couplings are close coupled arrangements with one
flexible joint. When the distance between shaft ends requires a
spacer element, piloting bushings are generally used because the
weight of the spacer will cause the elastomer elements to sag.
The elastomers used mostly rubber, urethane, Teflon or nylon. Figure 19 : Cutaway of a Tire
Elastomeric couplings are much softer torsionally than gear, disk, Elastomeric Coupling
or diaphragm couplings. Elastomeric couplings are limited in
speed because of distortion and strength limitations of the
elastomer elements at high speeds. Elastomer elements are also
subject to strength degradation from heat, ultraviolet light, and chemical attack, which means that
periodic maintenance is required.
There are two general categories of elastomer couplings: those where applied torque puts the
elastomer elements in shear, and those where torque puts the element in compression.
Tire couplings are the most common type of elastomeric coupling that puts the elastomer element
in shear. Figure 19 is a cutaway drawing of a tire coupling with a rubber elastomer element.
Centrifugal force causes the tire element to increase significantly in diameter with speed, which
means that the inside diameter of the coupling guard must be sized accordingly. The increase in
tire diameter with speed also tends to pull the hubs on the driver and driven shafts together
axially, which imposes a thrust load on both shafts. While the magnitudes of these forces are not
large, they can be a problem for motors with sleeve bearings because the axial force will pull the
rotor away from magnetic center. Small tire couplings used in the process industries are
commonly made from urethane (as opposed to rubber). The urethane material has a greater
strength than rubber, but is less flexible. The urethane elements have a distinctive orange color.
Figure 20 is an exploded view of a geared rubber

element coupling, which uses the rubber geared
element to flex and accommodate misalignment.
Applied torque places this rubber element in shear.
This design requires that one of the coupling hubs
be able to slide on the shaft to allow the rubber
element to be installed. The clearance fit
requirement limits the application to low Figure 20 : Exploded View of a Geared
horsepower and low speed applications. This Rubber Element Coupling
coupling design is very popular because of its
inexpensive price.
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Figure 21 shows an end view of a Croset coupling with the end cover removed. The Croset
coupling is also commonly called a Holset coupling after the largest manufacturer of this design.
The Croset coupling accommodates misalignment and transmits torque by a controlled
deformation of the elastomer blocks placed in compression. Referring to Figure 21, the coupling
hub (at the center of the picture) is mounted on the driver shaft. Torque is transmitted to the
outer shroud by means of the paddles on the hub. The paddles compress the elastomer blocks
and in turn push on the paddles that are part of the shroud. Torque is transmitted to the driven
coupling half (which is usually a gear coupling) through the end
cover bolted to the shroud.
The Croset coupling was originally designed to reduce torsional

vibration. Croset couplings are used extensively for reciprocating
engine and synchronous motor applications. The torsional
stiffness of the Croset coupling can be modified by changing the
hardness of the elastomer blocks. The elastomer elements also
add a certain amount of damping to reduce the amplitude of the
torsional response. The torsional stiffness of the coupling
increases with applied torque, so the torsional natural frequency
(usually the first or fundamental) of the system changes with
applied torque. For a motor drive application, the motor torque Figure 21 : End View of a
varies with speed, so some systems can avoid exciting the first Croset Coupling
torsional resonance entirely during start-up because of the
variable torsional stiffness of the coupling.
Croset couplings can improve the torsional vibration characteristics, but they are very large and
heavy relative to other coupling designs. The relatively large mass of the coupling can
significantly lower the first bending resonance of the system. Both a torsional and lateral
resonant frequency analysis should be performed whenever a Croset coupling is supplied with
new equipment or is retrofit to existing machinery.
Croset couplings are somewhat difficult to install and service, as the elastomer blocks are under
some compression even with no torque applied to the coupling. The manufacturers supply a
special tool to preload the coupling torsionally to ease installation of the blocks.
2 Grease Lubrication of Couplings
Grease is a mixture of oils, thickeners, and additives that contribute to the desired properties. Oil
is the only component in the grease that is a lubricant. The other components act to give grease
the thickness and body required for the oil to reach the coupling areas that need lubrication.
Grease is circulated through a coupling by misalignment and centrifugal force. Couplings act as
centrifuges, developing thousands of Gs acceleration in some high speed applications. Standard
bearing greases will separate into the component parts of oil and thickeners when exposed to
even moderate acceleration forces.
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Because standard bearing greases will separate due to centrifugal force, special greases must be
used. Most lubricant manufacturers offer greases formulated for coupling applications. The
desirable properties of coupling grease are:
1. High viscosity oil

2. Low ratio of thickener (soap) to grease (< 8%)
3. Resist separation at high centrifugal accelerations
4. No high density additives (like molybdenum disulfide)
5. Consistency no more stiff than NLGI #1
The viscosity of the oil in grease has a large influence on the wear rate of a coupling. Lower
viscosity is required for slow speed applications because of the lower wear rate (fewer cycles/unit
time).
Grease thickeners are primarily metallic soaps and have no value as a lubricant. The thickeners
tend to accumulate at the largest diameter when centrifuged because the soaps are more dense
than oils. Unfortunately, the largest diameter is usually where the elements needing lubrication
(the teeth) are located. Reducing the amount of thickeners also reduces the chance that the
coupling teeth will have insufficient lubricant. Most specialized coupling greases have
thickeners with densities that are comparable to the oil used, which reduces the tendency for
separation.
Additives are included in grease as anti-wear agents. Common anti-wear additives are
molybdenum disulfide and zinc oxide. Anti-wear additives are significantly more dense than the
oils in a grease, so they separate out quite readily. The use of anti-wear additives should be
limited to relatively low speed and splined connections.
The consistency (softness) of grease influences the rate at which it circulates in a coupling.
Greases with stiffness greater than the NLGI #1 rating have proven to be poor coupling lubricants
because they do not adequately circulate in the wear areas. As stated above, greases need to be
resistant to separation from acceleration forces so that the oil will not be blocked from reaching
the locations that require lubrication.
AGMA Standard 9001-A97, Flexible Couplings - Lubrication specifies the requirements for
coupling grease in terms of physical characteristics and required performance in standard tests.
AGMA 9001 also specifies recommended lubrication time intervals as determined by shaft
rotational speed and coupling diameter.
3 Coupling Guards
There are two general categories of coupling guards: open guards and closed guards. Open
guards are designed to keep personnel from harm by contact with rotating elements. Closed
guards are used to collect possible oil leakage from machine seals and drain the oil to the
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appropriate area. Coupling guards are not designed to retain flying debris in case of a
catastrophic coupling failure.
Open guards are made of sheet or expanded metal reinforced at the joints and edges. The guards
are attached to the equipment baseplate or to one of the coupled machines. Guards should be
designed for easy maintenance access and removal. Open guards should include a means to
inspect the coupling during operation. The coupling can be inspected through either an
inspection port or through the guard itself, if made of perforated or expanded metal. Open
guards should be designed to allow sufficient radial coupling clearance to reduce temperature rise
and noise generation. A general guideline is to use 25% of the coupling diameter for radial
clearance to the guard. Some elastomer element couplings have outside diameters that increase
with speed, so the clearance may need to be increased. Open guard construction should allow
free circulation of air around the coupling.
The design of closed coupling guards requires more consideration than the design of open
guards. There is a greater concern with excessive guard surface temperature from the lack of air
circulation into and out of the guard. Heat generation is a result of the shearing and compression
of air within the guard. Large diameter coupling hubs with exposed bolts can generate
considerable heat from these effects. The surface temperature of the guard closely approximates
that of the coupling due to convective heat transfer. Most high speed coupling applications
require a cooling medium to reduce the guard and coupling temperature. Without cooling, the
temperature in a high speed application can increase to the point where oil (leakage from seals or
gear coupling lubricant) decomposes into sludge or coke deposits. These deposits can interfere
with normal coupling function (sliding or flexing). High temperatures can also reduce the
strength of metal parts or cause excessive thermal expansion problems.
REV C 129286-01
Closed coupling guards are usually cooled with

air or oil circulation. A general rule for
determination of required oil flow for use with
a non-lubricated coupling is to use the same
flow as would be used for a gear coupling with
the same rating. To reduce foaming, oil sprays
used for cooling non-lubricated couplings
should be sprayed on the inside of the guard
and not on the coupling. The oil spray nozzles
should be oriented so that the oil is sprayed in
the direction of rotation. Figure 22 illustrates
the airflow and venting required for a well-
designed dry coupling guard. Required airflow
is generally determined by use of the equations
shown below to estimate guard surface
temperature. Guard dimensions are modified to
maintain an appropriate surface temperature.
Figure 22 : Airflow and Baffling in a Dry
Several equations are offered for approximating Coupling Guard
the surface temperatures for closed guards.
For a coupling guard with air cooling, coupling temperature can be estimated by:
K 4e
RPM K1 Ta + Ts
Tc = K 2 K 3K 4 +
1000 2
Where:
Tc = Coupling surface temperature
Ta = Ambient temperature
Ts = Shaft temperature
0.27
Guard ID
K1 = Air shear factor =
Max Coupling Dia
D12.8 L1 + D22.8L2 + D32.8L3 + ....D n 2.8 L n

K2 = Area factor =
Guard Surface Area
Where D and L are diameters and lengths for n coupling sections
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Couplings Page 17
0.2
Max Coupling Dia
K3 = Coupling circulation factor =
Smallest Coupling Dia
Guard Surface Area

K4 = Exhaust Port Area
1000
0.27
1
K4e = Empirical exponent factor = + 0.65
K4
Notes:
1. In general, the cross sectional area of the air inlet(s) should be half of the cross sectional
area of the outlet.
2. The maximum value for air flow factor (K4 ) is 0.6, where there is no air flow into or out
of the coupling guard. A well-designed enclosure will have an air flow factor between
0.1 and 0.2.
3. The empirical exponent factor K4e must be between 1.8 (for K4<0.2) and 2.2 (for K4=0.6).
Older forms of this equation used K4e=2.2 (implying no air circulation into or out of the
guard) and gave temperature predictions that were greater than actual in many cases.
4 Continuous Oil Lubrication
Most high speed gear couplings are designed for

continuous oil lubrication. Cooled and filtered oil is
supplied from a lubrication system and injected into the
meshing area between the hub and shroud (See Figure
23). The primary function of the oil is to absorb the heat
generated by windage. The oil also lubricates the meshing Figure 23 : Cutaway of Oil
teeth in the hub and shroud. A coupling guard is Lubricated Gear Coupling Showing
employed to capture the oil as it exits the coupling. The Spray Nozzles
guard is equipped with an atmospheric breather/vent and a
drain that returns the oil to the lubrication system
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The biggest problem with continuous oil lubricated couplings is sludging. Sludging is the
accumulation of dirt, degraded oil (additives, carbonization, etc.), and wear particles. Sludging is
caused by the very large centrifugal forces generated at
speed. Sludging tends to limit the axial movement of the
shroud relative to the hub, so more force is transmitted
across the coupling. Sludging also tends to limit oil flow
through the coupling, so the operating temperature will
also increase. This shows why the apparent effects from
sludging (i.e.: vibration) tend to increase rather rapidly, as
the restriction of motion and oil flow accelerates the
sludging process. Designs exist that reduce sludging Figure 24 : Design to Reduce
tendency by removing the dam in the shroud, but these Sludging
designs require significantly more oil flow to effect
adequate lubrication. Figure 24 shows the effect on oil flow from simply removing the dam from
an existing coupling. The level marked corrected oil flow indicates the desired oil level, and
the fact that higher oil flow is required without the dam.
Figure 25 illustrates three different designs for oil supply and

retention in the coupling. The top design is the standard dam
design where the teeth are submerged in a ring of oil, with the
level determined by the shroud lip dimension. This design also
has the highest tendency for sludge formation. The middle design
feeds the mesh area directly and effectively drains the tooth area,
reducing tendency to sludge. This design is also good for oil
systems that tend to accumulate water, as the water centrifuged
out of the oil will not be retained and become the primary (poor)
lubricant in the coupling tooth mesh. The middle design also
requires a much larger oil flow than the top design, so there is a
disadvantage. The bottom design is fundamentally the same as
the top design, but with peripheral drain holes. The disadvantage
of this design is that the tooth mesh clearances (backlash/tip and
root clearance) determine the oil level, so increased wear will Figure 25 : Three Oil Distribution
reduce the amount of lubricated surface and accelerate wear. Designs for Continuous Oil
Lubrication
The amount of oil flow to the coupling is dependent upon
coupling speed, size, and shroud design. Since the oil used in continuously lubricated couplings
is the same as is used to lubricate the bearings, the oil has a relatively low viscosity. This implies
a relatively high wear rate for gear couplings, so most manufacturers utilize some form of surface
hardening to raise the gear tooth hardness. The oil should be filtered to at least 10 microns to
reduce sludging and damage from foreign particles.
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Couplings Page 19
5 Retrofit of Gear Couplings with Disk or Diaphragm Design
One of the most common activities in the updating of machinery trains is the replacement of
lubricated gear couplings with a dry disk or diaphragm design. The justification for replacement
is usually based on less than adequate service life from the gear coupling. Most problem gear
coupling applications have a reduction in service life from premature wear due to lubrication
problems. The use of disk or diaphragm couplings eliminates problems due to lubrication, but
dry couplings will not be more reliable if incorrectly applied or installed.
Disk and diaphragm couplings are generally heavier and have larger diameters than gear
couplings. The center of gravity of disk and diaphragm coupling assemblies are also further
away from the shaft end. This change in weight and mass distribution is significant and can have
adverse consequences for the rotordynamic response of high speed machines. The torsional
stiffness of dry couplings will be different from the gear designs. It is always advisable to have
an analysis of lateral and torsional vibration response performed as part of the retrofit. This will
insure that separation margin and amplification factor are not compromised by the new coupling.
Disk and diaphragm couplings have less allowable axial deflection than gear couplings. The
machine train shaft separation distance and change in axial position have to be determined.
These values should be compared to the new coupling allowable axial deflection and be used to
determine coupling cold position and pre-stretch.
For single diaphragm couplings, the axial natural frequency (ANF) should also be compared to
operating speed range. The ANF of a single diaphragm is dependent upon diaphragm axial
stiffness and spacer tube mass. The ANF will change with magnitude of axial deflection. This
means that there is a range of frequencies that must be considered, generally from zero to
maximum deflection of the diaphragm. The range of ANFs should be outside of the normal
operating range of the machine to insure that the ANF is not excited by running speed. The ANF
of a coupling can be changed by modifying the diaphragm stiffness or the mass of the spacer
tube. Change in stiffness of the diaphragm affects the magnitude of the axial displacement force.
Changing the mass of the spacer tube can effect coupling torque rating and torsional stiffness of
the coupling. Any changes require careful re-evaluation of the coupling application and rating.
REV C 129286-01
The existing coupling guard must also be evaluated for use with the dry design coupling. As was
previously stated, the disk and diaphragm designs are larger in diameter than a gear coupling of
equal rating. This means that the internal clearance in the existing coupling guard may be
inadequate. The heat generated by windage must also be evaluated. The equations for
approximating the surface temperature of the
guard presented in the previous section can be
used to determine the need for guard
modification or replacement.
Because disk and diaphragm couplings are

generally larger in diameter than gear
couplings, there is also concern that the larger
diameter hub can act as a vacuum pump and
create a low pressure area just outboard of the
bearing oil seals. This can result in significant
oil leakage from the bearing areas. A baffle
placed between the oil seal and the hub (see Figure 26 : Baffle Arrangement to Reduce
Figure 26) can reduce the axial flow of air and Leakage from Oil Seals
oil leakage.
As discussed in the section on forces and moments produced by couplings, the forces from a gear coupling are
dependent upon the torque applied to the shaft and the amount of misalignment. Forces
produced by disk or diaphragm couplings do not vary with applied torque and are exponentially
related to misalignment. This means that a disk or diaphragm coupling can support a light rotor
with the machine at rest or lightly loaded.
6 Forces and Moments Produced by Flexible Couplings
6.1 General
The forces and moments produced by flexible couplings are reactions to the applied torque and
alignment of the connected shafts. These magnitude and direction of these forces vary with
coupling design and size.
Some general comments regarding coupling forces can be made:
The relative magnitudes of bending moments produced by couplings (with torque applied) are:
Gear >>> Convoluted Diaphragm > Disk > Contoured Diaphragm
For a given deflection, the relative magnitudes of axial forces produced by couplings are:
Gear >>> Disk > Contoured Diaphragm > Convoluted Diaphragm

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Couplings Page 21
6.2 Gear Couplings
Gear couplings only generate reaction forces and moments when torque is applied. The
magnitude of the forces generated is dependent upon the applied torque, coefficient of friction,
pitch diameter, and length of gear teeth. These forces can change suddenly if the coefficient of
friction increases (lockup occurs).
Gear couplings generate three significant bending moments due to applied torque, friction, and
misalignment:
The first moment is caused by change in the contact point on the gear tooth that is caused by
misalignment and is expressed as:
T X
Mc =
Dp 2
2
Where:
T = Shaft torque
Dp = Gear pitch diameter
X = Length of gear tooth face
The second moment is caused by friction between the hub and shroud gear teeth and is calculated
by:
M f = T
Where:
= the coefficient of friction at the gear tooth surface
The third moment is caused by the shaft torque applied through the angle of misalignment and is
shown as:
M T = T sin
Where:
= total angle of misalignment between shafts
The total bending moment applied to the shaft end by the coupling is:
REV C 129286-01
M total = M c2 + (M f + M T )2
Gear couplings also produce a force that acts along the shaft axis (axial). The magnitude of this
force is dependent upon the applied torque, coefficient of friction, and gear tooth pitch diameter
and pressure angle, and is represented by:
2T
FA =
PD cos
Where:
PD = Gear tooth pitch diameter
= Gear tooth pressure angle
6.3 Disk and Diaphragm Couplings
Disk and diaphragm couplings generate reaction forces and moments that vary with angle of
misalignment, but not applied torque. The moment reaction from a disk pack coupling varies
exponentially with angle of misalignment. The axial reaction for a disk coupling is linear with
deflection. Contoured diaphragm couplings have a linear moment reactions and non-linear axial
reactions. Convoluted diaphragm couplings have non-linear moment reactions and linear axial
reactions.
The fact that flexible element couplings generate reaction forces even when no torque is applied
can be significant. For example, gear drive pinions can become unstable at light loads because of
the supporting forces from the coupling.
Disk and diaphragm couplings generate two significant bending moments due to applied torque
and misalignment.
The first moment is caused by angular misalignment that tends to bend the disks or diaphragms
and is expressed as:
M b = k b
Where:
kb = angular spring rate of disk or diaphragm pack
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Couplings Page 23
The moment caused by the shaft torque applied through the angle of misalignment is the same as
that for a gear coupling:
M T = T sin
The total moment from the coupling is:
M total = M 2b + M T2
The axial force generated by a disk or diaphragm coupling is dependent upon the displacement
and axial spring constant, which is non-linear for contoured diaphragm designs:
FA = k a d
Where:
ka = axial spring rate
d = axial displacement of the disk or diaphragm pack relative to the shaft end
7 Balancing of Couplings
Couplings are assembled from several cylindrical or disc shaped components. When these
components are assembled, concentricity between components is maintained by piloted fits.
These pilots are not interference fits, and have manufacturing tolerances on concentricity and
roundness. This means that the components will have some amount of eccentricity, and the
coupling assembly will have an eccentricity that is the result of the sum of these fits and
tolerances. The accuracy of the tolerances used to machine coupling components is usually
related to the operating speed of the coupling.
Coupling manufacturers offer four general classes of coupling balance: no balance, component
balance, component balance and matchmarking, and component and assembly balance.
Couplings that are not balanced rely on the tolerancing of fits and eccentricities for balance
quality. The potential unbalance of this class of coupling can be estimated by calculating the
square root of the sum of the squares of the possible unbalances of the components. The possible
unbalances are: eccentricities, fits, and hardware unbalance.
Almost all industrial couplings are at least component balanced. Individual components (or
subassemblies that are not field serviceable) are usually balanced to the AGMA 9000-C90
Standard, Flexible Couplings Potential Unbalance Classification, which is discussed below.
Component balanced and matchmarked couplings are component balanced, then the components
REV C 129286-01
are assembled so that the assembly has the minimum runout possible from the components. This
assembly is performed by measuring and marking the high spots in the components, and
positioning the high spots of adjacent components 180 opposite. The individual components are
then matchmarked so that the phase relationship of the components is maintained during
installation and maintenance, assuming that the matchmarks are used. Since most of the
components in a coupling are circular in cross section and machined all over, this type of
selective assembly can reduce unbalance to levels very close to assembly balance quality for
medium speed, general purpose coupling applications.
Couplings that are assembly balanced receive the same balancing steps as the component and matchmarked
couplings, but receive an additional balance step when completely assembled. Essentially all
high performance couplings are component and assembly balanced. Assembly balanced
couplings will have a higher balance quality than component and matchmarked couplings. The
balance quality of an assembly balanced coupling is only maintained until the next disassembly
because of the tolerances on the fits mentioned above.
There are two primary standards for coupling balance: AGMA 9000 and API Standard 671,
Special Purpose Couplings for Petroleum, Chemical, and Gas Industry Services.
AGMA 9000 is a very comprehensive standard that specifies:
1. Types of unbalance.
2. Standard classes of coupling unbalance.
3. Which balance class to use, based on speed, rotor weight, and sensitivity to unbalance.
4. A calculation procedure to determine total coupling potential unbalance.
5. Calculation procedures to determine the potential unbalance of: a component due to
eccentricities and pilots, the unbalance due to hardware displacement, and the unbalance due
to balancing machine capability.
AGMA 9000 defines balance class tolerances in terms of allowable eccentricity. The AGMA
9000 classes of balance tolerances are shown in Table 2. The unit microinches RSS is defined as
the square root of the sum of the squares of the maximum displacement between the coupling
principal inertia axis and the axis of rotation
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Couplings Page 25
To relate eccentricity to unbalance tolerance, the mass of 7.1.1.1.1.1.1 B Maximum

the object to be balanced is incorporated: alance Potential
Class Displacement
U = eWp (microinches RSS)
4 >32000
Where: 5 32000
U = allowable unbalance 6 16000
e = allowable eccentricity 7 8000
Wp = weight per balance plane of the object to 8 4000
be balanced 9 2000
10 1000
AGMA 9000 contains a table that also suggests which 11 500
balance class (tolerance) to use with consideration given Table 2: Standard Classes of
to coupling weight, rotational speed, and system Coupling
sensitivity to coupling unbalance. This table is shown
Unbalance from AGMA 9000
in Table 3. The selection bands specified in Table 3 are
determined from Chart 1.
AGMA 9000 also gives some definition Selection 7.1.1.1.1.1.2 System Sensitivity to
to the factors used to determine system Bands Coupling Unbalance
sensitivity to coupling unbalance. These (from chart) Low Average High
factors are defined by AGMA 9000 as: A 5 6 7
B 6 7 8
1. Shaft End Deflection Machines C 7 8 9
having flexible shaft extensions that D 8 9 10
E 9 10 11
produce large deflections are
F 10 11
relatively sensitive to coupling G 11
unbalance. 7.1.1.1.2 Table 3 : AGMA 9000 Values for Coupling
Balance Class
2. Bearing Load Due to Coupling
Weight Relative to Total Bearing
Load - Machines having lightly loaded bearings or bearings loaded primarily by the overhung
weight of the coupling are relatively sensitive to unbalance. Machines having overhung
rotors or weight are often sensitive to coupling unbalance.
3. Bearing, Bearing Support, and Foundation Flexibility Machines or systems with flexible
foundations or support for the rotating elements are relatively sensitive to coupling
unbalance.
4. System Natural Frequencies Machines or systems operating near natural frequencies of

rotor or support systems are sensitive to coupling unbalance.
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5. Machine Separation Systems having widely separated machines (for instance, those
employing floating shaft couplings) are relatively sensitive to coupling unbalance.
6. Shaft Extension Relative to Bearing Span Machines having a short bearing span relative to
their shaft extensions are sensitive to coupling unbalance.
API 671 Standard is for special purpose, high performance couplings. API makes a distinction
between high speed and low speed applications: low speed applications include rotational speeds
up to 1800 RPM, high speed couplings are all applications above 1800 RPM. API 671 specifies
three methods for balancing of couplings.
API 671 Method 1 requires a

component balance only and is
specified for use with low speed
couplings only. The potential
unbalance (as specified in AGMA
9000) shall not exceed the
allowable residual mass center
displacement (eccentricity) for an
AGMA 9000 Class 9 balance
(2000inches). This value is
equivalent to 80W/N.
API 671 Method 2 specifies a

component balance, matchmarking
of the components, and an
additional assembly check balance.
The component balance tolerance
is specified as 4W/N (equivalent to
50inches), and the assembly
residual unbalance (per plane) is to
be a maximum of 10 times the Chart 1 : AGMA 9000 Selection Bands
component value or 40W/N (equivalent to 500inches). Any corrections required to achieve this
balance are to be performed on the individual components, not the assembled coupling.
API 671 Method 3 is essentially the same as Method 2, except that the assembled coupling is
balanced to a 4W/N residual unbalance (per plane). This tolerance cannot usually be held after
coupling disassembly and reassembly.
API 671 also offers the purchaser the option of having a residual unbalance and/or a repeatability
check performed on the coupling. These operations are used to verify the balance machine and
tooling used.
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Couplings Page 27
8 Vibration Response to Coupling Problems
Increased vibration levels caused by coupling problems can be broken down into two categories:
problems caused by wear or fatigue and problems caused by improper installation.
Gear couplings experience accelerated wear because of lubrication breakdown and the resulting
increase in coefficient of friction. This increase in friction results in larger magnitude forces
from the coupling. Gear couplings that seize up often cause high axial vibration with a
characteristic 2 times running speed frequency. Accelerated wear can also result in loss of pilot
fits, which can make the coupling exhibit the symptoms of unbalance. Replacement of the gear
elements is usually required.
High axial vibration can also be a result of improper installation of disk or diaphragm couplings.
The disk or diaphragm packs are either stretched or compressed beyond the manufacturers
recommended distance. This results in higher than normal axial forces because the disks or
diaphragms are axial springs. The over extension of the flex elements can also result in
premature fatigue failure. The importance of correct distance between shaft ends during
installation of a disk or diaphragm coupling cannot be overstated.
What appears to be unbalance in a coupling, a characteristic high running speed amplitude in the
radial direction, frequently is unbalance. However, the analyst should first be sure that the
unbalance is not a problem with the machines that the coupling is connecting.
The number of pilot fits and eccentricities in a coupling have the potential to change balance
quality. If a coupling is suspected of being out of balance, the following should be checked
before balancing is attempted:
1. Verify that all matchmarks are aligned.

2. Check the coupling bolts to verify that they are a matched set. Losing one bolt or nut
frequently results in an improper substitution because coupling bolts are usually special
configuration. It is always a good idea to have an extra weight-matched set of coupling
hardware on hand.
3. Measure the runout of the machine shafts behind the coupling hubs. If the shaft runouts are
outside of standard values (0.0005 to 0.0010 inches are typical standard values), then the
machine shaft is most likely the problem, not the coupling.
4. Measure the runouts for of all the components in the coupling assembly. Mark the high and
low points (with values) on the components. If the runouts of any two adjacent components
are in phase, go back and check the matchmarks again. If the coupling is not matchmarked,
try to rotate the components so that the lowest net runout (eccentricity) is obtained. This can
be somewhat of a hit or miss operation if the pilot fits of the coupling are damaged. If the
pilot fits are damaged, the coupling should be replaced. If immediate operation of the
damaged coupling is required, field balancing may be the best temporary remedy.
5. Measure the squareness of the coupling component faces. Any components with pilots not
REV C 129286-01
seated properly in the counterbores can produce indications of both unbalance and high axial
vibration.
6. Gear couplings that exhibit symptoms of unbalance after extended service may be worn.
Check the radial movement of the gear shroud relative to the hub and compare these values to
a new coupling. If the radial motion of the shroud relative to the gear is significantly larger
than for a new coupling, the wear in the coupling may have changed the piloting of the
shroud, and resulted in increased eccentricity. The coupling should be replaced if this
situation exists because the eccentricity will be random in phase and cannot be corrected by
balancing.
If none of the inspections listed above reveal a probable cause for high vibration, then field
balancing is probably the next step. The most common procedure for field balancing a coupling
is to add washers at the appropriate phase angle to a bolt(s). Because the bolts in most couplings
are used to produce significant clamping forces, washers of sufficient hardness must be used. If
washers of insufficient hardness are used, the bolted joint will lose preload, and the bolt will be
more likely to fail in fatigue.
Couplings that are prone to unbalance or are frequently disassembled can benefit from the
addition of a ring with tapped holes. This ring can be used for balancing without disturbing the
critical fasteners on the coupling.
9 Coupling Hub-to-Shaft Connections
9.1 General
Torque is transmitted from the shaft to the coupling spacer through the coupling hub. Reliable
coupling performance is therefore based upon proper mounting of the coupling hubs. There are
two general types of fits used to attach couplings to shafts: clearance and interference. The
appropriate type of fit for a coupling application is dependent upon the service conditions.
Rotational speed, nature of the torque load (i.e.: possible shock loads), type of coupling, and
strength of the coupling material all influence which type of shaft fit should be used.
The torque capability of a hub-to-shaft connection is dependent upon the type of fit and whether
the connection is keyed or keyless. Interference fits transmit torque through the friction between
the shaft and hub. Interference fits have much higher torque capability than keyed clearance fits.
Clearance fit hubs require careful adherence to dimensions in order to work reliably. Loose
shaft-to-hub fits can result in relative motion between the hub and shaft and produce fretting
damage. Hardened setscrews tightened on a key that is a slide fit in the keyway should not be
used as the primary restraint device to keep a coupling on a shaft for anything but the lowest
speed and horsepower applications.
In the process industries, interference fits are generally used for all applications except low-
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Couplings Page 29
speed, low-horsepower services. Coupling hubs with interference fits are expanded to fit over
the shaft during installation. Heat or hydraulic pressure are used for hub expansion.
There are several types of shaft end configurations commonly used in industry. Shaft ends are
either straight (cylindrical) or tapered (conical) in shape. Coupling hubs and shafts can also
contain keys and keyways or be a keyless design. Keys are the primary means used to prevent
rotation of the coupling hub relative to the shaft for clearance fit hubs and high shock load
services.
Keys and keyways are simple to manufacture and are relatively low cost. One of the main
disadvantages of keyed connections is that the keyways are areas of increased stress
concentration in the shaft and hub, and are often the failure points when couplings are
overtorqued. This is the reason that the use of keyed connections has been phased out of high
performance coupling applications in favor of keyless hydraulic mounting.
Keyless hubs are used where a reduction in stress concentrations, an increase in torque
transmission capability, or ease of installation/removal of the hub is required. When installed
correctly, the keyless hydraulic mount is the most reliable and consistent method of torque
transmission.
Most hydraulic mounting systems pressurize the assembly through a hole in the center of the
shaft. This is because the center of the shaft is un-stressed, so there is no shaft de-rating required
because of the hole. If the assembly were pressurized through a hole in the hub, two problems
would be created. The first problem is that a rather large stress concentration would be created in
the hub, already a highly stressed part due to the interference fit. The second problem is that the
hub would become significantly unbalanced from the addition of a hole sized for hydraulic
fittings. The easiest way to compensate for the unbalance is to bore a blind hole 180 degrees
opposite the pressurization hole.
9.2 Clearance Fits
Clearance fit hub-to-shaft connections rely upon the key to transmit the torque from shaft to the
hub. The torque capability of a keyed clearance fit hub connection is dependent upon the shear
strength of the key, shaft, and hub materials, the applied tangential force (torque) and the size of
the key. The stress in the key is given by the equation:
2T
k =
dwL
Where:
k = shear stress in the key
T = applied torque
REV C 129286-01
d = shaft outside diameter

w = width of key
L = effective length of the key (length in the hub)
For standard shafts, the key is square in cross section, the width of the key is a function of shaft
diameter, and the most common key size is equal to:
d
w=
4
The shear stress in the shaft is equal to:
T
s =
0 .2 d 3
If we combine the equations for key stress, key width, and shaft stress, the result is:
1 .6 s d
k =
L
This combined equation shows that if the hub length is 1.6 times the shaft diameter, then the
shaft and key shear stresses are equal. Most couplings have hub lengths equal to the shaft
diameter, which means that the shear stress in the key will be approximately 150% of the shear
stress in the shaft. This is why it is important that the key material have the same yield strength
as the shaft material when used for clearance fits. The use of a key material with the yield
strength significantly less than that of the shaft material will result in a coupling connection that
has less torque capacity than design value.
9.3 Interference Fits
Interference fits are the most reliable method of torque transmission between coupling hub and
shaft. This is because the tangential forces are distributed over the entire hub bore surface area
rather than concentrated at a somewhat narrow area at the key, as is the case in clearance fits.
AGMA Standard 9003, Flexible Couplings Keyless Fits, specifies many of the design
parameters for torque transmission using interference fits for couplings.
NOTE: The equations listed below for calculating interference fit torque capacity are for use with
couplings that have a single outside diameter, or where the coupling flange has little effect on the
interference fit. The reader is encouraged to use AGMA 9003 as a reference for design
considerations of interference fits.
By definition, interference fit means that the bore of the coupling hub is smaller than the
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Couplings Page 31
corresponding shaft diameter when the hub is not mounted on the shaft and is at room
temperature. The torque capability of an interference fit is proportional to the contact pressure
generated by the interference fit. The amount of interference (also called the interference rate) is
a dimensionless value, but is usually expressed in terms of inch per inch (in/in) or millimeter per
millimeter (mm/mm). The equation to determine interference is:
Dd
i=
d
Where:
i = interference fit (in/in)
D = coupling hub outside diameter
d = average diameter of hub bore
The amount of interference fit is dependent on the nature of the applied torque and the rotational
speed of the shaft. Interference fit is also limited by the yield strength of the hub and shaft
materials, although hub stress is usually the limiting factor. If the applied torque varies with
time, or has a shock or impulse nature, then an increased interference fit is used. The bore of the
coupling hub tends to increase because of centrifugal force due to speed, so the interference fit
must be sized so that there is sufficient interference to transmit the torque with the coupling at
operating speed.
Standard values for interference fits are stated in several standards. AGMA 9002 specifies
0.0005 in/in as a standard value for interference fits. API 671 states interference fit dependent
upon coupling attachment configuration (see Table 4).
Coupling Attachment Interference Fit

Configuration (in/in)
Straight Bore with Key 0.0005 to 0.00075
Tapered Bore with Key 0.001
Tapered Bore Hydraulic Fit 0.0015
Table 4 : API 671 Specified Interference Fits
The maximum interference fit that can be used is normally limited by the yield strength of the
hub material. The combined hoop and compressive stresses in the coupling hub are maximum at
the bore. For tapered shafts, the maximum stresses are at the largest hub cross section.
Increasing the interference fit past the yield strength of the hub will not increase the contact
pressure or the torque capability of the shaft to hub connection.
REV C 129286-01
The contact pressure generated by an interference fit is:
( D2 d 2 ) Ei
P=
2 D2
Where:
E = modulus of elasticity of the hub and shaft
The radial stress in the bore of the coupling hub caused by rotational speed (centrifugal
acceleration) is given by the equation:

(
d 2 3 + p V
= 1 2
2
)
D 8g

Where:
p = Poissons ratio
= Youngs modulus
2
g = gravitational constant (386 in/sec )
If the equations for contact pressure and radial stress are combined, and the constants for steel are
used, the loss of hub to shaft interference is given by:
i = 5.52X1014 n 2 D2d
Where:
i = loss of interference fit due to rotational speed
n = rotational speed (rpm)
The actual interference fit at speed is given by:
iactual = i i
The maximum torque that an interference fit will transmit by friction is:
APd
Tmax =
2
REV C 129286-01
Couplings Page 33
Where:
A = contact Area = dL
L = length of contact area (usually hub length, but less if o-ring grooves or counterbores
are present)
= coefficient of friction
Note: The maximum torque is calculated for the smallest hub cross section radial dimension,
which results in a conservative torque capacity for the hub to shaft fit.
When the equation for loss of fit due to speed is examined, it can
be seen that the outside diameter of the hub has a significant
effect on the loss of fit. However, most rigid flanged hubs also
are designed with the flange offset outboard of the shaft end with
a counterbore larger in diameter than the shaft end. This means
that there is no direct radial relationship between the flange and
active hub bore (see Figure 27).
The equations for contact pressure and maximum torque provide

an acceptable approximation for use with tapered shaft ends.
This is true for shaft connections with standard taper rates, and
the average diameter of the taper is used as the value for d. Figure 27 : Coupling Hub
Standard shaft end taper values are: 3/4 inch/foot of shaft length with Offset Flange
(NEMA) and 1/2 inch/foot (recommended by API 671). Shallow
taper angles require less force to push the coupling on during hydraulic installation.
The value for the coefficient of friction varies with type of coupling installation method. API
671 specifies the value 0.15 for use with tapered hydraulic hubs. AGMA 9003 lists the value of
0.12 to 0.15 for hydraulically mounted hubs, and 0.15 to 0.20 for hubs that are heated and shrunk
on with no lubricant. The results of an experimental study on coupling hub friction are shown in
Table 5.
Hub Installation Measured

Method Coefficient of
Friction
Hydraulic installation with mineral oil 0.12
Hydraulic installation with glycerin 0.18
Heat shrink installation, normal parts 0.14
cleanliness
Heat shrink installation, extreme parts 0.20
cleanliness
Table 5: Experimental Coupling Hub Coefficient of Friction
REV C 129286-01
10 Coupling Installation
10.1 Key Fitting
The strength and reliability of a clearance fit keyed coupling hub connection is dependent upon
proper fitting of the key in the shaft and hub keyways. AGMA Standard 9002, Bores and
Keyways for Flexible Couplings (Inch Series), defines the standard sizes and tolerances for keys
and keyways. Most coupling keyway applications in industry should use the fitted class of key
fit. The fitted key class requires the use of a key made from oversize stock that is fitted at
assembly to suit the keyways of the hub and shaft.
A sample of the recommended tolerances for keyway and key sizes from AGMA 9002 is shown
in Table 6.
Nominal Key Width Keyway Width Keyway Depth Key Width Key Height
Over To (Including) Tolerance Tolerance Tolerance Tolerance
0.3125 0.5000 +0.0025/- +0.005/-0.000 +0.001/-0.000 +0.001/-0.000
0.0000
0.5000 0.7500 +0.0030/- +0.005/-0.000 +0.001/-0.000 +0.001/-0.000
0.0000
0.7500 1.0000 +0.0030/- +0.005/-0.000 +0.001/-0.000 +0.001/-0.000
0.0000
1.0000 1.2500 +0.0035/- +0.005/-0.000 +0.001/-0.000 +0.001/-0.000
0.0000
Table 6 : Recommended Tolerances for Key and Keyways from AGMA 9002
The size of the fillet radius in the shaft and hub

and the chamfer on the corners of the keys are
also important for the quality of fit. If the
chamfer on the key is too small, the key will not
be positioned flat in the keyway, and this can
prevent the hub being installed, or may cause
the hub to be hung up on the key, which can
distort and overstress the hub as is shown in
Figure 28.
The recommended key and keyway fillet and
chamfer dimensions from AGMA 9002 are Figure 28 : Hub Failure Due to Improper
shown in Table 7. Key Height
REV C 129286-01
Couplings Page 35
Keyway Depth Keyway Fillet Key Chamfer

Over To (including) Radius (@45)
1/4 1/2 1/16 5/64
1/2 7/8 1/8 5/32
7/8 1-1/4 3/16 7/32
Table 7 : Values for Keyway Fillet Radius and Key Chamfer from AGMA 9002
The keyways in coupling hubs and shafts should also be measured for geometric accuracy when
the keyways are cut. Keyway offset, lead, and parallelism also require toleranced measurements.
Keyway parallelism is toleranced by the values in Table 6. Allowable keyway lead is
0.001inch/inch of key length for fitted class key fits. Allowable keyway offset is given by the
equation:
10 + w
N=
1000
AGMA 9002 also specifies the tolerances for the shaft and hub diameters for clearance fits.
Most industry clearance fits should use Class 1 fit tolerances. A sample of the recommended hub
and shaft tolerances from AGMA 9002 is shown in Table 8.
Nominal Hub Bore Range Shaft Tolerance Bore Tolerance

Over To (Including) (Minus) (Plus)
0.4375 1.5000 0.0005 0.0010
1.5000 2.0000 0.0010 0.0010
2.000 6.5000 0.0010 0.0015
Table 8 : Class 1 Shaft to Hub Fit Tolerances from AGMA 9002
REV C 129286-01
Keys also need to be fitted to maintain balance quality. The portion of the key that extends past
the back of the hub should be stepped (see Figure 29).
Figure 29: Correct and Incorrect Stepping of Keys

10.2
10.3 Contact Check for Tapered Bore Couplings
The contact check between the shaft and hub for a tapered bore coupling measures the geometric
accuracy of the shaft OD and hub ID. The contact check is used to verify that the taper angles on
the shaft and hub are the same, and that both are conical in shape. The contact check should be
performed using the following steps as a guideline:
1. Remove any hardware or O-rings from the coupling.

2. Break any sharp edges on the shaft end, ends of the coupling bore, or keyways.
3. Clean the hub bore and shaft OD thoroughly with clean solvent and lint free rags.
4. Apply a thin, even layer of soft mechanics bluing to the shaft surface.
5. Push the hub snugly on the shaft.
6. While holding the hub with a light axial pressure, turn the hub about 1/8th turn and slide
the hub axially off the shaft.
7. Check the coupling hub for transfer of the bluing. The hub should show a minimum of
80% contact.
8. The contact on the hub should also be even from front to back and around the
circumference of the coupling hub (see Figure 30).
REV C 129286-01
Couplings Page 37
If the contact pattern is less than 80% contact, the hub and shaft should be checked with taper
Figure 30 : Typical Tapered Bore Coupling Contact Patterns from AGMA 9002
gages to determine the cause of the problem. Taper gages can usually be obtained from the
equipment or coupling OEM. Coupling hubs are usually not machined as accurately as shaft
ends and are more often the cause of the contact problem.
If the contact area is very small or is all at one end

of the hub or shaft, then the hub or shaft should be
sent to a competent machine shop for correction.
If the contact area is well centered and reasonably
close to 80%, the contact can be improved by
lapping. The coupling hub should never be used
for lapping, as ridges will be formed which reduce
the coupling torque capacity when the hub is Figure 31 : Ridges Created when Coupling
expanded and advanced to its normal position on Hub is Used for Lapping
the shaft. Lapping plugs and rings have longer
taper lengths than shaft and hub and are made of softer materials than the hub and shaft, so do
not create ridges when used. Figure 31 illustrates the result of using the hub for lapping.
REV C 129286-01
Heating of Coupling Hubs
Interference fit coupling hubs that are not equipped for hydraulic expansion need to be expanded
using heat. There are four commonly used methods for heating the hub to the required
temperature:
1. Induction heater
2. Air oven
3. Heated oil bath
4. Open flame torch
It is important that the coupling hub be heated evenly and not overheated. Because of this, the
oven is the preferred method, with the torch being the least desirable (and most often used).
Steam can also be used to heat coupling hubs. Strict attention should be paid to personnel
protection if steam is used to heat the hub.
Care must be taken to not overheat coupling hubs when they are heated to expand the bore.
Coupling hubs are usually made from heat-treated alloy steel, so overheating the hub will reduce
the mechanical strength properties that are required for coupling performance and reliability.
Couplings are not uniform in cross section, and have thin sections like flanges and gear teeth that
will heat faster than the main annulus of the hub. Open flame torches tend to heat these thin
sections to significantly higher temperatures than the main section.
The equation to calculate the minimum temperature difference required to thermally expand a
hub is given by:
I
T =
d
Where:
I = interference (hub ID shaft OD)
= linear coefficient of thermal expansion
d = nominal hub bore diameter
Using the coefficient of thermal expansion for carbon steel, the required temperature to expand a
given interference fit is calculated to be 160F (70C) for a 0.001 in/in interference fit. The
minimum temperature required for hub bore expansion is calculated by:
i
Tactual = Tambient + 160
0.001
REV C 129286-01
Couplings Page 39
Where:
i = interference (in/in)
From this equation it can be seen that for interference fits up to 0.0015 in/in, coupling hubs do
not need to be heated to more than 300F (150C). An interference fit of 0.0025 in/in requires a
temperature of almost 500F, which is close to the tempering temperature of some steels. Under
no circumstances should a coupling hub be heated to more than 600F (315C)
10.4
10.5 General Hub Installation Requirements
Coupling hub installation must include the following basic actions in order to be successful:
1. The personnel performing the installation must be properly trained in the appropriate
mounting method.
2. A coupling assembly drawing and installation instructions should be made available to the
personnel installing the coupling and reviewed.
3. Proper tools for installing the hub must be on hand and be in serviceable condition.
4. The type of fit required must be known.
5. The shaft and hub bores (and keyways, if so equipped) must be cleaned, examined for
damage, and properly measured for size with micrometers.
10.6
10.7 Hub Installation Procedure Straight Shaft Clearance Fit
1. Measure shaft OD, hub bore and keyway dimensions

2. Fit the key(s) to the tolerances discussed in the key fitting section of this document.
o
3. Turn shaft so that keyway is up (horizontal for dual keys at 180 )
4. Coat the shaft with a thin layer of anti-seize compound.
5. Slide any parts on the shaft (like gear coupling shrouds) that will cover the hub.
6. Slide the hub on the shaft until the face of the hub is flush with the end of the shaft.
7. Secure the hub in position with setscrews or other means.
10.8 Hub Installation Procedure Straight Shaft Interference Fit

2. Fit the key(s) to the tolerances discussed in the key fitting section of this document.
3. Turn shaft so that keyway is up (horizontal for dual keys)
6. Install a stop on the shaft or across the end of the coupling hub to prevent the shaft from
traveling past the end of the shaft.
7. Using the equation from the hub heating section of this document, calculate the minimum
required temperature for the amount of hub expansion required.
8. Heat the hub to the required temperature.
REV C 129286-01
9. Slide the hub on the shaft until the face of the hub is flush with the end of the shaft.
10. Secure the hub in position with setscrews or other means.
11. Hold hub in place for 30 minutes or until cool.
10.9 Hub Installation Procedure Tapered Shaft with Keys - Interference Fit

2. Perform a taper contact check as discussed in the taper check section of this document.
3. Check the fit of the coupling locknut on the shaft end threads to verify the condition of
the threads.
4. Determine the amount of hub draw up from the cold position required for the specified
interference. The amount of hub draw up is
calculated by:
12di
A=
t
Where:
t = shaft taper rate (in/ft)
5. Push the hub snugly on the shaft and secure with

the coupling locknut. Measure the distance from
the end of the hub to the end of the shaft with a
micrometer. Figure 32 : Stop Ring for Tapered Coupling
6. Make a thickness gage whose thickness is the Hub Installation
amount of hub draw up calculated in step 4.
7. With the hub still mounted on the shaft, install a stop ring on the shaft behind the hub
(see Figure 32). The thickness gage should be used to position the stop the draw up
distance from the back of the hub cold position.
8. Remove the hub and fit the key(s) to the tolerances discussed in the key fitting section of
this document.
9. Turn shaft so that keyway is up (horizontal for dual keys)
12. Using the equation from the hub heating section of this document, calculate the
minimum required temperature for the amount of hub expansion required.
13. Heat the hub to the required temperature.
14. Slide the hub on the shaft until the stop is contacted.
15. Secure the hub in position with the coupling locknut and leave in place for 30 minutes or
until the hub cools.
REV C 129286-01
Couplings Page 41
16. Remove the locknut, measure the actual installed draw up of the hub, compare to the
desired draw up, and record.
17. Reinstall the locknut and secure.
10.10 Hub Installation Procedure Tapered Shaft with Keyless Hydraulic Fit
Hydraulic fit couplings are installed by using a high

pressure (up to 30,000 psig) hydraulic pump to expand the
hub bore and a lower pressure (usually several thousand
psig) hydraulic pusher ram to draw the hub on the shaft
(see Figure 33). Most hydraulic fit couplings utilize a
tapered shaft because removal of the hubs is easier and the
amount of interference can be easily controlled by limiting
the amount of draw up.
1. Measure shaft OD and hub bore dimensions.

2. Perform a taper contact check as discussed in the taper
check section of this document.
3. Check the fit of the coupling locknut on the shaft end
threads to verify the condition of the threads.
4. Determine the amount of hub draw up from the cold Figure 33 : Cross Section of
position required for the specified interference. Hydraulic Installation
5. With the O-rings and back-up rings removed from the Arrangement
hub and shaft, push the hub snugly on the shaft and
secure with the coupling locknut. Measure the distance from the end of the hub to the end of
the shaft with a micrometer.
6. Make a thickness gage whose thickness is the amount of hub draw up calculated in step 4.
7. With the hub still mounted on the shaft, install a stop ring on the shaft behind the hub (see
Figure 32). The thickness gage should be used to position the stop the draw up distance from
the back of the hub cold position.
9. Remove the hub and install the o-rings and back-up rings on the shaft and hub. Lubricate the
O-rings during installation.
10. Apply a thin layer of machine oil on the shaft and slide the coupling hub on the shaft.
11. Mount the hydraulic installation fixture to the shaft threads (see Figure 33).
12. Connect the high and low pressure pumps and hydraulic lines to the high pressure (hub
expander) and low pressure (pusher ram) ports on the installation fixture (see Figure 34).
13. Vent any air from the pusher ram and connection tubing.
14. Draw the hub up on the shaft approximately 0.010 0.015 inch by pressurizing the pusher
ram.
15. Expand the hub by pressurizing the expander. Increase pressure to approximately 15,000
psig. As the hub is expanded it will tend to push off the shaft, so the pusher ram pressure
will need to be increased as the hub is expanded.
REV C 129286-01
16. Check the system for leaks. Air will tend to leak out
around the coupling O-rings until the high pressure
system is purged for leaks. Pressure loss due to leaks
should not exceed 1,000 psig/minute. Leaks must be
corrected before attempting to draw the hub further on
the shaft.
17. Using the pusher ram, draw the hub up on the shaft
until the back of the hub contacts the stop ring.
18. During the advance, the hub expander pressure will
increase without any additional pumping of the high
pressure pump. If the expander pressure does not start
to increase as the hub advances, stop and remove the
hub and check the O-rings and backup rings for
damage. Figure 34 : Typical Hydraulic
19. If the hub expander pressure starts to exceed 30,000 Installation Arrangement
psig, stop and bleed the pressure down to 25,000 psig
and proceed.
20. Once the hub contacts the stop ring, slowly release the hub expansion pressure, while
maintaining the pusher ram pressure .
21. The pusher ram pressure should be maintained for 30 minutes minimum (more in cold
weather) to allow the oil between the shaft and coupling hub to return to the pump.
22. Remove the hydraulic lines and installation tool, measure the actual installed draw up of the hub, compare to
the desired draw up, and record.
23. Reinstall the locknut and secure.
10.11 Distance Between Shaft Ends
Coupling assemblies are designed based upon a given distance between shaft end (DBSE)
dimension. It is rare that machines are set to the exact DBSE as specified on the coupling
assembly drawing. Likewise, hub position on the shafts is almost never exact due to mounting
and manufacturing tolerances. Gear couplings have a certain amount of DBSE tolerance built in
to the coupling design because the gear shrouds have longer teeth than the hubs. Flexible
element couplings, like disk or diaphragm designs usually are supplied with spacer shims to
adjust the spacer length.
DBSE should be measured and compared to the coupling assembly drawing to verify that the
dimension is within tolerance for the coupling design and size. If the DBSE is out of tolerance,
one of the machines may need to be moved. The coupling assembly drawing should also be
checked to see if any axial offset is required to account for axial thermal expansion in the cold
condition.
REV C 129286-01
Couplings Page 43
Spacer Installation
Most coupling assemblies are matchmarked, and the matchmarks need to be lined up during
spacer installation.
Installation of spacers for grease lubricated couplings require that the gear teeth be packed with
the correct coupling grease before assembly. For couplings with hollow spacers, the spacer bore
needs to be isolated from the grease packed area. Coupling manufacturers usually supply
isolation plates (with gasket or O-ring) that fit in counterbores to keep the grease in the proper
location. Grease packed coupling assemblies require gaskets made either of grease-proof
material or O-rings at the flanges to keep the grease from leaking out between the flanges.
Flange surfaces, pilots, and counterbores should be checked for nicks or burrs that could keep the
flanges from making up correctly when tightened.
Continuous oil lubricated gear couplings should have the gear teeth coated with a light, oil
soluble lubricant during installation. It is important to verify the positions of the oil supply
nozzles in the coupling enclosure before the enclosure is sealed.
Spacers for disk and diaphragm couplings are often piloted in counterbores located at the face of
the hub or flex element pack. Because of this, the spacer is somewhat longer than the distance
between hubs or flex element packs. Most coupling manufacturers use jacking bolts to compress
the flex elements axially to allow spacer installation. Care should be taken so that the jacking
bolts do not bear on the flex elements, as this will damage the flex elements. The amount that
the flex elements are compressed should be measured so that the allowable axial compression
(listed on the coupling drawing) is not exceeded.
10.12 Bolting
Bolts are used in couplings to connect flanges and to connect disk or diaphragm packs to hubs
and spacers. Some coupling designs use close clearances on the bolt diameters to maintain
concentricity between parts. Coupling bolts are subjected to bending, shear, and torsion. When
bolts are tightened incorrectly, they are more likely to fail in fatigue.
Torque is transmitted between coupling flanges by means of friction between flange surfaces and
shear of the the bolts. For lubricated couplings where a gasket is used between flanges, almost
all of the torque is transmitted by the bolts, since the coefficient of friction between the two
flanges is very low. For non-lubricated couplings, the coupling is designed so that most of the
torque is transmitted by the friction between flanges. This means that proper pre-tensioning of
the bolts to maintain the clamping force is extremely important for coupling reliability.
Couplings are supplied with high grade fasteners, commonly with yield strengths greater than
100,000 psi. Bolts for high performance, high speed couplings are usually supplied in weight
REV C 129286-01
matched sets, with the weight of each bolt and nut assembly held to within 0.1 gram tolerance.
The diametral clearance around coupling bolts is usually tighter than standard clearances. These
tighter tolerances help maintain balance quality after repeated disassembly and reassembly.
Coupling bolts are usually sized so that the initial tightening torque stresses the bolt to 80% of
the yield strength. The high initial pre-tension of the bolts means that the clamping force keeps
the flanges together and makes the joint less sensitive to fatigue failure from alternating stress.
High performance couplings usually have bolts and nuts that have integral washer heads to
minimize indentation (and loss of pre-tension) of the bolts into the flanges.
Disk and diaphragm packs are usually supplied pre-assembled with the bolts pre-tensioned.
Unless the coupling design requires that the disk pack bolts be removed for spacer installation,
disk packs should not be disassembled in the field. The bolts in disk packs are subject to shear
from torque and bending from misalignment (flexing of the disk packs). The maximum
combined stress occurs at the flange surface, where most disk coupling bolt failures are from
bending.
11 Inspection of Couplings
External inspection of a flexible element coupling can sometimes be performed while the
machine is in operation. If the coupling guard is made of expanded metal, or has a built-in
inspection port, then a strobe light can be synchronized to shaft speed to freeze apparent
rotational motion. The strobe light can be used to search for cracked flex elements that occur at
the outer disks of disk pack couplings, and relative motion between flanges that indicates loose
or broken bolts.
Thorough inspection of flexible element couplings should be performed with the machine shut
down and the coupling disassembled. The coupling should be examined for:
1. Fretting or other wear of bolts and bolt holes.

2. Fatigue cracks on the outer flex elements.
3. Corrosion of flex elements.
4. Surface scratches on the diaphragms (for single diaphragm couplings).
Note: if any surface scratches are found in a single diaphragm coupling, the spool with the
diaphragms should be sent to the manufacturer for non-destructive testing of the diaphragms.
Gear couplings usually fail from wear rather than fatigue. Wear occurs because of insufficient
lubrication. Gear coupling components should be examined for:
1. Corrosion at the sliding elements (teeth) or shroud flange faces.

2. Wear at the teeth of the hub and shroud.
3. Buildup of lubricant or other deposits at the teeth.
REV C 129286-01
Couplings Page 45
If a gear coupling fails from wear, there has been a breakdown in the lubrication system or an
overload. The following items should be checked in case of a wear failure:
1. Make sure that an actual coupling grease is being used, and not just bearing grease.
2. Verify that the correct viscosity lubricant is being used.
3. Check the lubricant used to verify that there are no abrasive contaminants.
4. Make sure that a gasket or O-ring is being used at the flanges to keep the lubricant from
leaking out during operation.
5. If sludge has developed in a continuous lube coupling, make sure that the cause of thesludge
is not a restricted oil path.
6. For continuous lube couplings, check the position of the oil spray nozzles.
7. Check the shaft-to-shaft alignment to verify that it is within acceptable tolerances.
8. Compare the torque rating and service factor of the coupling to the actual load.
REV C 129286-01
12 Bibliography
1.) Flexible Couplings Their Design Selection and Use, Calistrat, Michael M., Caroline
Publishing, Houston, Texas (1994).
2.) Special Purpose Couplings for Petroleum, Chemical, and Gas Industry Services, API
Standard 671, Third Edition, American Petroleum Institute (October 1998).
3.) Bores and Keyways for Flexible Couplings (Inch Series), AGMA Standard 9002-A86,
American Gear Manufacturers Association, Alexandria, Virginia (March 1986).
4.) Flexible Couplings Keyless Fits, AGMA Standard 9003-A91, American Gear
Manufacturers Association, Alexandria, Virginia (March 1986).
5.) Flexible Couplings Potential Unbalance Classification, AGMA Standard 9000-C90,
American Gear Manufacturers Association, Alexandria, Virginia (February 1990).
6.) Flexible Couplings - Lubrication, AGMA Standard 9001-B97, American Gear
Manufacturers Association, Alexandria, Virginia (1997).
7.) Coupling Misalignment Forces, Gibbons, C.B., Proceedings of the Fifth
Turbomachinery Symposium, The Turbomachinery Laboratory, Texas A&M University,
College Station, Texas (1976).
8.) Recent Case Histories with Coupling Enclosures, Calistrat, M.M., Proceedings of the
Nineteenth Turbomachinery Symposium, The Turbomachinery Laboratory, Texas A&M
University, College Station, Texas (1990).
9.) The Baffling and Temperature Prediction of Coupling Enclosures, Carter, D., Garvey,
M., and Corocoran, J.P., Proceedings of the Twenty Third Turbomachinery Symposium,
The Turbomachinery Laboratory, Texas A&M University, College Station, Texas (1994).
10.) Retrofitting Turbomachinery with High Performance Flexible Dry Couplings,
Wolford, C.C., Proceedings of the Nineteenth Turbomachinery Symposium, The
Turbomachinery Laboratory, Texas A&M University, College Station, Texas (1990).
11.) Hydraulic Removal of Coupling Hubs Keyed and Keyless, Calistrat, M.M., Morris,
J.R., Parker, R., Proceedings of the Twenty Second Turbomachinery Symposium, The
Turbomachinery Laboratory, Texas A&M University, College Station, Texas (1993).
12.) Hydraulically Fitted Hubs, Theory and Practice, Calistrat, M.M., Proceedings of the
Ninth Turbomachinery Symposium, The Turbomachinery Laboratory, Texas A&M
13.) The Manufacturers World of Coupling Potential Unbalance, Mancuso, J.R.,
Proceedings of the Thirteenth Turbomachinery Symposium, The Turbomachinery
Laboratory, Texas A&M University, College Station, Texas (1984).
14.) Troubleshooting High Speed Couplings, Schneider, E.L., Proceedings of the
Nineteenth Turbomachinery Symposium, The Turbomachinery Laboratory, Texas A&M
15.) Solving U-Joint Vibration Problems, Mazziotti, P.J., Power Transmission Design
(July 1985).
16.) Maintenance for U-Joints, Holzinger, D.W., The Magazine of Industrial Motion and
Control (September 1983).
REV C 129286-01

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Table of Contents

1. Types of Couplings .............................................................................................. 1

2. Grease Lubrication of Couplings ....................................................................... 13

3. Coupling Guards ................................................................................................ 14

4. Continuous Oil Lubrication ............................................................................... 17

5. Retrofit of Gear Couplings with Disk or Diaphragm Design ............................ 19

6. Forces and Moments Produced by Flexible Couplings ..................................... 20

8. Vibration Response to Coupling Problems ....................................................... 27

9. Coupling Hub-to-Shaft Connections ................................................................. 28

10. Coupling Installation........................................................................................ 34

11. Inspection of Couplings ................................................................................... 44

Flexible couplings generally consist of four major components:

1.2 Gear Couplings

Gear couplings can transmit more power per pound of

Backlash is the tangential clearance between the hub and shroud

As radius of curvature and backlash are increased for added

Most gear couplings utilize a 20 degree pressure angle tooth

1.3 Disk Pack Couplings

Disk couplings accommodate misalignment through the

The tension force in a disk is:

Some disks are scalloped at the OD to create a beam with

The maximum tensile stress due to torque in a disk occurs

F Figure 8 : Coupling with Scalloped Disk

Low values of residual unbalance (small balance

1.4 Diaphragm Couplings

Diaphragm couplings, like disk couplings, accommodate

Angular misalignment causes bending stress and axial displacement in

Figure 12 : Cutaway of Convoluted Diaphragm

Convoluted diaphragm couplings are more easily adapted to a reduced-

The bending deflection of the grid (see Figure 16) changes

1.6 Universal (Cardan) Joints

Universal joints use sliding members to transmit torque.

Figure 16 : Schematic of Grid

The power rating of universal joints is based on

The life rating of the universal joint is based on

1.7 Elastomeric Couplings

Elastomeric couplings utilize the flexing of an elastomer to

Figure 20 is an exploded view of a geared rubber

The Croset coupling was originally designed to reduce torsional

2 Grease Lubrication of Couplings

1. High viscosity oil

Closed coupling guards are usually cooled with

D12.8 L1 + D22.8L2 + D32.8L3 + ....D n 2.8 L n

Where D and L are diameters and lengths for n coupling sections

Guard Surface Area

4 Continuous Oil Lubrication

Most high speed gear couplings are designed for

Figure 25 illustrates three different designs for oil supply and

5 Retrofit of Gear Couplings with Disk or Diaphragm Design

Because disk and diaphragm couplings are

6 Forces and Moments Produced by Flexible Couplings

Some general comments regarding coupling forces can be made:

Gear >>> Convoluted Diaphragm > Disk > Contoured Diaphragm

Gear >>> Disk > Contoured Diaphragm > Convoluted Diaphragm

6.2 Gear Couplings

6.3 Disk and Diaphragm Couplings

The total moment from the coupling is:

AGMA 9000 is a very comprehensive standard that specifies:

To relate eccentricity to unbalance tolerance, the mass of 7.1.1.1.1.1.1 B Maximum

4. System Natural Frequencies Machines or systems operating near natural frequencies of

API 671 Method 1 requires a

API 671 Method 2 specifies a

8 Vibration Response to Coupling Problems