SHAFT COUPLINGS

Types of Couplings

 Rigid
Most common in large steam turbine-generator
units and large vertical pumps
Flexibility is from connected shafts
 Flexible
Most common for general process machinery such
as: motors, gears, pumps, compressors, fans and
blowers
Flexibility comes from sliding or flexing of
coupling elements
 Flexible Couplings

 Transmit power
 Reduce bending and axial stresses from misalignment
and thermal growth
 Control torque transmitted between shafts
 De-couple vibration response between shafts
 Tuning of torsional resonance
 Types Of Flexible Couplings
 Couplings That Accommodate Misalignment by Sliding:
Gear
Spline
Cardan (Universal) Joint

 Couplings That Accommodate Misalignment by

Flexing:
Grid
Elastomeric
Disk
Diaphragm
 Flexible Coupling Components

 Hub
 Flexible element
 Spacer
 Bolts
Gear Couplings
 Gear Couplings

 Transmit more torque for a given diameter than any

other flexible coupling
 Most gear hubs have 60 teeth, regardless of size
 Can accommodate more axial shaft movement than disk
or diaphragm couplings
 Parallel and angular misalignment accommodated by
gear tooth crowning and backlash
 Gear Couplings

 Torque rating is determined by durability for all but

low speed applications
 Life rating limited by tooth contact pressure and quality
of lubrication
 Contact pressures range from 2,000 to 16,000 psi,
dependent upon material and geometry
 Misalignment capability and torque capacity are design
trade offs
 Gear Couplings

 Grease or oil lubricated

 Grease lubricated gear couplings require periodic
re-lubrication
 Disk Pack Couplings

 No lubrication required
 Higher operating temperatures than lubricated couplings
 Not good for applications with high axial motion
(thermal growth, axial load direction change)
 Disk Pack Couplings

 Transmit more power per inch of diameter or pound of

weight than any other non-lubricated coupling
 Tight balancing tolerances are difficult to achieve unless
disk packs are not disassembled when the spacer is
removed
 Disk Pack Couplings
 The more bolts that are used, the higher the torque
capacity
 The more bolts that are used, the lower the allowable
misalignment and axial displacement
 Maximum stress occurs at bolt holes
 Some disks are scalloped at the OD to create a beam
with uniform stress to increase flexibility
 Disk Pack Couplings
 Disk pack couplings fail due to fatigue
 Disk packs are subject to fretting and corrosion
 Disk packs can be inspected during operation with
strobe light (disk packs are exposed and failure usually
starts at the end disks in a pack)
 Diaphragm Couplings

 Accommodate misalignment through flexing of metal

elements
 No lubrication required
 Higher operating temperatures than lubricated couplings
 Not good for applications with high axial motion (thermal
growth, axial load direction change)
 Failure mode is fatigue of diaphragms
 Diaphragm Couplings

 Transmit torque radially through the diaphragm to a

bolted connection
 Shear forces in diaphragm vary with the radius
 Angular misalignment produces bending stress and axial
displacement
 Stress is proportional to radial dimension of diaphragm
 Reduce stress by increasing the OD, reducing the ID or
both
 Two primary designs - contoured and convoluted
 Contoured Diaphragm Couplings

 Uses a single diaphragm

 Thickness of diaphragm tapers inversely with radius
(exponential) - uniformly stressed
 Contoured diaphragms have diaphragm welded to spacer
tube and bolted joint at hubs
 Simple design, expensive to manufacture
 Have near linear bending and non-linear axial spring
rates
 Highly stressed from large axial displacements
 Convoluted Diaphragm Couplings

 Use multiple wavy shape diaphragms

 Diaphragms are uniform in thickness - not uniformly
stressed
 More flexible than contoured designs
 Have more parts, are larger and heavier than most
coupling designs
 Have non-linear bending and linear axial spring rates
 Grid Couplings

 Similar to gear coupling

 Transmit torque by deflection of metal ribbon.
 Torsionally softer than gear couplings - teeth on hub
are crowned to allow bending of grid
 Always close coupled (no spacer)
 Grease lubricated
 Universal (Cardan) Joints

 Utilize sliding members to transmit torque

 Used in low speed, high torque applications, with
torques up to 25,000,000 lb-in (2,800,000 N-m)
 Can be used where axes of shafts to be connected
are not collinear
 Elastomeric Couplings

 Usually have a rubber, urethane, Teflon or nylon

flexible element
 Much softer torsionally than gear, disk, or
diaphragm couplings
 Limited in upper speed range because of distortion
and strength limitations of the elastomer element
 Elastomer element is subject to degradation from
heat and environmental factors
No Torque Applied Torque Applied
 Grease Lubrication of Couplings

 Couplings act as centrifuges, separating the

thickener and oil in greases
 Misalignment and centrifugal force circulate the
grease through the coupling
 Slow speed applications require lower viscosity
 Special greases made for couplings should be used
Desirable Properties of Coupling Grease

 High viscosity oil

 Low ratio of thickener (soap) to grease (< 8%)
 Resist separation at high centrifugal accelerations
 No high density additives (like molybdenum
disulfide)
 Consistency no more stiff than NLGI #1
 Coupling Guards

 Two basic types - open and closed

 Open - keep personnel away from rotating parts
 Closed - collect possible oil leakage
 Guards are not designed to retain flying parts in the
event of a coupling failure
 Open Coupling Guards

 Generally made of sheet or expanded metal

 Should be designed for easy maintenance access and
removal
 Should include a means to inspect the coupling
during operation
 Designed to allow sufficient radial clearance to the
coupling to reduce temperature rise and noise
 Allow free circulation of air around the coupling
 Closed Coupling Guards

 Design requires more consideration than open

guards
 Concern with guard surface temperature
 Heat a result of shearing and compression of air
 Most high speed coupling guards require cooling
 Without cooling the guard temperature can increase
so that oil decomposes into sludge or coke deposits
 Approximate temperature can be calculated
 Continuous Oil Lubrication

 Lubricant is continually refreshed

 Oil used to cool windage and friction heat and
reduce friction (lubricate) on gear teeth
 Oil should be filtered to at least 10 microns to
reduce damage from foreign objects
 Oil flow is dependent upon coupling size, speed, and
shroud design
 Retrofit of Gear Couplings with Disk or
Diaphragm Design

 Replacement of a lubricated coupling with a dry

flexing element design is commonly done when
machinery trains are updated
 Justification usually based on poor service life of
the lubricated coupling
 Lubricated couplings usually have reduced service
life due to lubrication problems
 Dry couplings eliminate lubrication problems, but
will not be more reliable if incorrectly applied and
installed
 Retrofit of Gear Couplings with Disk or
Diaphragm Design

 Disk or diaphragm couplings are generally heavier

and have larger diameters than gear couplings
 Installation of a heavier coupling with different
center of gravity may require other modifications
due to a change in rotordynamic response
 Coupling guard design must be carefully
evaluated because of larger coupling diameter
 Retrofit of Gear Couplings with Disk or
Diaphragm Design

 Disk or diaphragm couplings have much less

allowable axial deflection than gear couplings
 For single diaphragm couplings, the axial natural
frequency (ANF) should be outside continuous
operating speed range
 Forces and Moments Produced by Couplings

 All flexible couplings resist being misaligned

 Flexing or sliding elements in couplings resist being
deformed or displaced
 Forces and moments are “restoring” quantities that are
generated by coupling elements resisting deformation or
displacement caused by misalignment
 Magnitude of forces and moments is dependent upon size
and type of coupling
 Relative Magnitudes of Forces and Moments

 Bending Moments

Gear >>> Convoluted Diaphragm > Disk > Contoured Diaphragm

 Axial Force (for a given deflection)

Gear >>> Disk > Contoured Diaphragm > Convoluted Diaphragm

 Gear Coupling Forces and Moments
 Generated only when the coupling is rotated and
loaded.
 Magnitude dependent upon applied torque, coefficient
of friction, pitch diameter, and pressure angle
 Can increase suddenly if “lockup” occurs
Disk and Diaphragm Coupling Forces and
Moments

 Generate reaction forces and moments that vary

with angle of misalignment, but not applied torque
 Moment reaction from a disk pack coupling varies
exponentially with angle of misalignment
 Axial reaction for a disk coupling is linear with
deflection
 Contoured diaphragm couplings have linear
moment reactions and non-linear axial reactions
 Convoluted diaphragm couplings have non-linear
moment reactions and linear axial reactions
 Coupling Balance

 Couplings are generally assembled from several

cylindrical or disc shaped components
 Concentricity between components is maintained by
piloted fits
 Piloted fits are not interference fits
 Components will have some amount of eccentricity
 Coupling assembly will have an eccentricity that is
the result of the sum of these fits and tolerances
 Coupling Balance

 Couplings that are not balanced rely on the

tolerancing of fits and eccentricities for balance
quality
 Potential unbalance for couplings that are not
balanced can be estimated
 Possible sources of unbalance are eccentricities, fits,
and hardware unbalance
 Coupling Balance

Coupling manufacturers offer four general classes of

coupling balance:
 no balance
 component balance
 component balance and matchmarking
 component and assembly balance
 Coupling Balance Standards

 AGMA 9000-C90, Flexible Couplings - Potential

Unbalance Classification

 API Standard 671, Special Purpose Couplings for

Petroleum, Chemical, and Gas Industry Services
 AGMA 9000 Standard

 Types of unbalance
 Standard classes of coupling unbalance
 Application of balance classes
 Calculation procedure to determine total coupling
potential unbalance
 Calculation procedures to determine the potential
unbalance of components
 Calculation procedure to determine unbalance due
to balancing machine capability
AGMA 9000 Standard Classes of Coupling
Unbalance

AGMA Coupling Max. Potential Displacement

Balance Class (micro inches RMS)

4 >32000
5 32000
6 16000
7 8000
8 4000
9 2000
10 1000
11 500
AGMA 9000 Balance Class Selection Chart
AGMA 9000 Values of Coupling Balance
Class

Selection System Sensitivity to Coupling Unbalance

Bands
(from chart) Low Average High

A 5 6 7
B 6 7 8
C 7 8 9
D 8 9 10
E 9 10 11
F 10 11
G 11
 API 671 Coupling Balance

 For special purpose, high performance couplings

 Specifies three methods for balancing of couplings
 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 Balance Tolerances

 Method 1 requires a component balance and is

specified for use with low speed couplings only
 Method 2 specifies a component balance,
matchmarking of the components, and an additional
assembly check balance
 Method 3 is same as Method 2, except that the
assembly is balanced to a 4W/N tolerance
 Offers the option of a residual unbalance and/or a
repeatability check to verify the balance machine
and tooling used
 Causes of Vibration Due to Couplings

 Wear or fatigue
 Improper installation
 Eccentricity
 Vibration From Wear in Couplings

 Gear couplings wear because of lubrication

breakdown
 Loss of lubrication causes increased magnitude of
forces from the coupling
 Wear can also result in loss of pilot fits which can
cause unbalance
 Replacement of the gear elements is usually
required when wear is discovered
 Vibration From Improper Installation

 High axial vibration can be a result of improper

DBSE with disk or diaphragm couplings
 Improper DBSE stretches or compresses disk or
diaphragm packs outside manufacturer’s
recommended distance
 Results in higher axial forces
 Over extension of the flex elements can result in
premature fatigue failure or plastic deformation
 Vibration From Eccentricity/Unbalance

 Verify that all matchmarks are aligned

 Check the coupling bolts
 Measure the runouts on the shafts and couplings
 Check the radial movement of the gear shroud
relative to the hub
 If no eccentricity problems are found, then field
balancing is indicated
 Field Balancing of Couplings

 Add washers at the appropriate phase angle to

bolt(s)
 Coupling bolts produce significant clamping force,
so washers of sufficient hardness must be used
 If the wrong washers are used, the joint will lose
preload
 Couplings prone to unbalance or frequent
disassembly can use a ring with tapped holes for
balancing without disturbing the critical fasteners
 Coupling Hub-to-Shaft Connections

 Torque is transmitted from shaft to coupling spacer

through the hub
 Reliable performance is dependent upon proper
mounting of hubs
 Two general classes of hub to shaft fits: clearance and
interference
 Type of fit used is dependent upon service conditions
 Speed, torque load, type of coupling, and strength of
coupling material influence which type of fit is used
 Clearance and Interference Fits

 Torque capability of a hub-to-shaft connection is

dependent upon the type of fit
 Clearance fit hubs require careful adherence to
dimensions in order to work reliably
 Interference fits are generally used for all applications
except low-speed, low-horsepower services
 Interference fit hubs are expanded to fit over the shaft
during installation
 Interference fits have much higher torque capability
than keyed clearance fits
 Clearance Fits

 Rely upon the key to transmit the torque from shaft

to the hub
 Torque capability is dependent upon the shear
strength of the key, shaft, and hub materials, the
applied tangential force (torque) and the size of the
key
 Key Stress - Clearance Fit

2T
k 
dwL

k = shear stress in the key

T = applied torque
d = shaft outside diameter
w = width of key
L = effective length of the key (length in the hub)
 Key Stress - Clearance Fit

 For most applications, hub length is equal to the

shaft diameter
 For standard key sizes, this means that the shear
stress in the key is 150% of the shear stress in the
shaft
 It is important that the key material have the same
yield stress as the shaft material when used for
clearance fits
 Use of key material with yield strength less than the
shaft material will result in reduced torque capacity
 Interference Fits
 Most reliable method of torque transmission between
coupling hub and shaft
 Interference fit means that hub bore is smaller than the
corresponding shaft diameter when hub is not mounted
on the shaft and is at room temperature
 AGMA Standard 9003, Flexible Couplings – Keyless Fits
specifies many of the design parameters for torque
transmission using interference fits for couplings
 Torque capability of an interference fit is proportional
to the contact pressure
 Amount of interference (interference rate) is expressed
in terms of in/in or mm/mm
 Interference Fits
 Amount of interference depends on applied torque and
rotational speed
 Interference fit is limited by yield strength of the hub
material
 Increasing interference fit past yield strength of the hub
will not increase torque capability of the hub connection
 If torque varies with time or has a shock or impulse
nature then an increased interference fit is required
 Coupling hub bore diameter increases with speed, so
interference fit must be increased to account for loss of
fit and torque capacity
 Interference Fits
 AGMA 9002 specifies 0.0005 in/in as a standard value
for interference fits
 API 671 interference fit dependent upon coupling
attachment configuration
 Maximum interference fit for alloy steel hubs are
approximately 0.003 in/in
Coupling Installation
 Key Fitting

 AGMA Standard 9002, Bores and Keyways for

Flexible Couplings (Inch Series), defines the
standard sizes and tolerances for keys and keyways
 AGMA 9002 lists three classes of key fits:
commercial, precision, and fitted
 Most industrial machinery applications require a
fitted class
 Keys should be fitted so that they are a tight slide fit
in the hub and shaft keyways
 Key Fitting
 Key material should be of the same strength as shaft
material
 The key height should be slightly less than the depth of
the hub keyway to prevent the hub from hanging up
and distorting on the key
 Keys should be chamfered according to the AGMA
9002 tolerances to insure that the key does not interfere
with the keyway radius
 Key material that protrudes from the back of the hub
should be trimmed to maintain balance quality
 Proper length key
Stepped at shaft

End View Correct

Key too long - Unstepped Key too short - Unstepped

Extra key material Missing key material

Incorrect Incorrect
 Tapered Bore Hub Contact Check

 Contact check measures the geometric correctness of

the shaft OD and hub ID
 Used to verify that the taper angles on the shaft and
hub are the same, and that both are conical in shape
 Tapered Bore Hub Contact Check

 Remove hardware or O-rings from the coupling

 Break sharp edges on shaft OD and coupling bore
 Clean the hub bore and shaft OD with clean solvent
and lint free rags
 Apply a layer of soft mechanic’s bluing
 Push the hub snugly on the shaft
 Turn the hub about 1/8th turn and remove
 Check the coupling hub for transfer of the bluing.
 Heating of Coupling Hubs

 Non hydraulic fit hubs with interference fit need to be

expanded using heat
 Four common heating methods: induction heater, air
oven, heated oil bath, open flame torch
 Hub must be heated evenly and not overheated
 Oven is the preferred method, torch is the least
desirable (and most often used)
 Overheating hubs reduces mechanical strength
required for coupling performance
 Heating of Coupling Hubs

I
T 
d
Where:
I = interference (hub ID – shaft OD)
 = linear coefficient of thermal expansion
d = nominal hub bore diameter
 General Hub Installation Requirements

 Personnel performing the installation must be

properly trained
 Coupling assembly drawing and installation
instructions available for the installers
 Proper tools for installation must be on hand and in
serviceable condition
 Type of fit required must be known
 All components must be cleaned, examined for
damage, and properly measured for size with
micrometers
 Keyless Hydraulic Fits

 Hubs are installed using a high pressure (up to

30,000 psig) hydraulic pump to expand the hub bore
 A lower pressure (usually several thousand psig)
hydraulic pusher ram draws the hub on the shaft
 Most utilize tapered shafts because removal of the
hubs is easier and the amount of interference can be
easily controlled by limiting the amount of draw up
 Distance Between Shaft Ends (DBSE)

 Couplings are designed based upon a set DBSE

 Machines are rarely set to the specified DBSE
 Hub position on the shafts is variable due to
mounting and manufacturing tolerances
 Gear couplings have larger DBSE tolerance
because gear shroud teeth are longer than hub teeth
 Disk or diaphragm couplings are supplied with
spacer shims to adjust the spacer length
 Distance Between Shaft Ends (DBSE)

 DBSE should be measured and verified with the

coupling assembly drawing
 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 axial offset is required for thermal
expansion
 Coupling Spacer Installation

 Matchmarks need to be lined up during spacer

installation
 Disk and diaphragm coupling spacers are often
piloted in counterbores located at the face of the
hub or flex element pack
 This means that the flex elements need to be
compressed using jacking bolts
 The amount that the flex elements are compressed
should be measured to avoid plastic deformation of
the flex elements
 Coupling Spacer Installation

 Grease lubricated couplings require that the gear

teeth be packed with grease before assembly
 Spacer bore needs to be isolated from the grease
packed area for couplings with hollow spacers
 Continuous oil lubricated couplings should have
the gear teeth coated with lubricant during
installation
 Verify position of the oil supply nozzles in the
coupling enclosure
 Coupling Bolts

 Used to connect flanges and to connect disk or

diaphragm packs to hubs and spacers
 Coupling bolts are subjected to bending, shear, and
torsion
 Bolts are more likely to fail in fatigue when
tightened incorrectly
 Torque is transmitted by friction caused by
clamping force at the flanges and shear in the bolts
 Coupling Bolts

 Couplings are supplied with high grade fasteners,

commonly with yield strengths greater than 100,000
psi
 High speed coupling bolts are supplied in weight
matched sets
 Coupling bolts are normally sized so that initial
tightening stresses the bolt to 80% of yield strength
 High initial pre-tension of the bolts means that the
high clamping force keeps the flanges together
 Makes the joint less sensitive to fatigue failure from
alternating stress
 Coupling Bolts

 High performance coupling bolts and nuts have

integral washer heads to minimize indentation of
the bolts into the flanges
 Disk and diaphragm packs are usually supplied
pre-assembled with the bolts pre-tensioned
 Disk packs should not be disassembled in the field
 Bolts in disk packs are subject to shear from torque
and bending from misalignment
 Maximum combined stress occurs at the flange
surface of a disk pack coupling
Coupling Inspection
 Inspection During Operation

 If the coupling guard is made of expanded metal or

has a built-in inspection port, then a strobe light can
be used for on-line coupling inspection
 Check for cracked flex elements that occur at the
outer disks of disk pack couplings
 Check for relative motion between flanges which
indicates loose or broken bolts
 Inspection of Disk and Diaphragm
Couplings

 Fretting or other wear of bolts and bolt holes

 Fatigue cracks on the outer flex elements
 Corrosion of flex elements
 Surface scratches on the diaphragms (for single
diaphragm couplings)
 Inspection of Gear Couplings

 Corrosion at the sliding elements (teeth) or shroud

flange faces
 Wear at the teeth of the hub and shroud
 Buildup of lubricant or other deposits at the teeth
 Root Cause of Failed Gear Coupling

 Use of actual, correct viscosity coupling grease

 Check for contamination of lubricant
 Leakage of lubricant
 Clear path for oil (if sludged continuous lubrication)
 Check position of spray nozzles for continuous lube
 Check the shaft alignment
 Verify torque rating and service factor of the
coupling
Case Histories