CHAPTER SEVEN

COUPLING

Chapter 7 – Coupling

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 COUPLING

7.1 Coupling

Coupling can be classified into two major types, flexible coupling

and rigid coupling. The flexible coupling is mainly used in horizontal
pumps while the rigid coupling is mainly used in vertical ones. Details of
the rigid couplings are beyond the scope of this training manual.

A flexible coupling is a mechanical device used to connect two

axially oriented shafts. Its purpose is to transmit torque or rotary motion
without slip and at the same time compensate for angular, parallel, and
axial misalignment. There are many supplementary functions, which
include providing for or restricting axial movement of the connected
shafts; minimizing or eliminating the conduction of heat, electricity, or
sound; torsional dampening; and torsional tuning of a system. Basically,
all flexible couplings can be categorized as either mechanical flexing or
material flexing. While most available flexible couplings fall strictly into
one or the other of these basic categories, a few combine both principles.

The mechanical-flexing group provides flexibility by allowing the

components to slide or move relative to each other. Clearances are
provided to permit movements to within specific limits. Lubrication is
usually required to reduce wear within the coupling and to minimize the
cross-loading in the connected shafts. The most prominent in this
category are the chain, gear, grid, and Oldham flexible couplings. The
material-flexing group provides flexibility by having certain parts designed
to flex. These flexing elements can be of various materials, such as metal,
rubber, plastic, or composite. Couplings of this type generally must be
operated within the fatigue limits of the material of the flexing element.

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 Most metals have a predictable fatigue limit and permit the
establishment of definite boundaries of operation. Elastomers (rubber,
plastic, etc.) usually do not have well-defined fatigue limits, and service
life is determined primarily by the operational conditions. The material-
flexing group includes laminated-disk, diaphragm, spring, and elastomer
flexible couplings

7.2 Gear Coupling

Figure 7.1 – Gear coupling

The most prominent type in the mechanical-flexing group, are

available in a wide range of sizes and styles. They are capable of
transmitting proportionately high torques at either low or high speeds. In
their most common form, they are compact and consist of two identical
hubs with external gear teeth and a sleeve or sleeves with matching
internal gear teeth. Shaft misalignment is accommodated by clearances
between the matching gear teeth. Special tooth forms are available which
are designed to reduce wear and increase flexibility without increasing
clearances. These include crowned tips, curved flanks, and curved roots.
The sleeve may be a single tubular piece, or it may consist of two flanged
halves bolted rigidly together.

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 Floating-shaft gear couplings usually consist of a standard coupling
with a two-piece sleeve. The sleeve halves are bolted to rigid flanges to
form two single-flexing couplings. These are connected by an intermediate
shaft which permits the transmission of power between widely separated
machines. On high-speed or short-span drives, spools are used to
separate the two half couplings.

7.3 Metallic Grid Coupling

Figure 7.2 – Metallic grid coupling

Metallic-grid couplings are compact units capable of transmitting

proportionately high torques at moderate speeds. They consist of two
flanged hubs with special grooves or slots cut axially on the outside. The
flanges are joined by interlacing a serpentine metallic grid.

Flexibility is achieved by sliding movement of the grid in the slots.

Flexure of the grid in the curved slots provides some torsional resilience.
The grid may be of one piece or may be provided in two or more sections.

Grids with tapered cross sections are available from some

manufacturers and are designed to ease installation and removal. Covers
are provided to retain the coupling’s lubricant and to prevent dust, grit,
and other foreign materials from coming in contact with or between the
sliding parts. The cover may be split either horizontally or vertically.
Grease holes permit lubrication without disturbing the gaskets or seals.

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 Proper lubrication is essential. The manufacturer’s recommendations as to
the type of lubricant should be followed. Seals must be in good condition
and properly seated. The gasket must be whole and the cover joint tight.
Plugs must be tight.

Regular intervals of inspection for leakage and condition of lubricant

are recommended. If the lubricant is abnormal, the cover should be
opened and all parts thoroughly flushed before the new lubricant is added.
The grid members on this type of coupling are replaceable. If they are
significantly worn, they should be replaced. Misalignment of the connected
shafts should be kept within the manufacturer’s recommendation.
Excessive amounts can cause rapid wear of the grid and hub slots as well
as early failure of the cover seals. A spacer bar of caliper and straightedge
usually can be used to check angular and parallel misalignment as well as
shaft gap.

7.4 Disk Ring Coupling

Figure 7.3 – Disk ring coupling

Laminated disk-ring couplings are the most prominent type in the

material-flexing group and are available in a wide range of sizes and
styles. They are capable of transmitting form; two flanged hubs are
connected to a floating center member through laminated disk rings. Each
of the disk rings is alternately bolted or riveted to a hub flange and center
member.

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 The disk rings in tandem allow the coupling to accommodate
angular and parallel misalignment as well as a limited amount of end float.
In their single-flexing form, they consist of two flanged hubs and one
laminated disk ring. The disk ring is alternatively bolted to the flanged
hubs. These single-flexing units are capable of supporting a radial load
and provide concentricity of connected three-bearing assemblies. They will
accept only angular misalignment and a reduced amount of end float.
Shaft misalignment is provided for by flexure of the disk rings. Since these
units are normally of all-metal construction, they are free of backlash and
are relatively rigid in a torsional plane.

Under normal conditions, the metal parts are not subject to

deterioration. Most manufacturers have available couplings that are
resistant to corrosion. These units usually have the components plated or
are made of a corrosion-resisting material such as stainless steel.

Laminated disk-ring couplings have no sliding parts that can wear,

so no maintenance is required other than occasionally checking the
condition of the laminated disk rings to make sure that all bolts are tight
and that the equipment is still in proper alignment. Periodic visual
inspection of the condition of the coupling is recommended. This can be
done without disassembly or disturbing the connected equipment. When
the equipment cannot be shut down conveniently, a stroboscopic light can
be used.

During inspection, special consideration should be given to the

outer sheets of the disk ring. If any deterioration or broken sheets are
found, the entire disk ring should be replaced. Significant deterioration
and breaking of the sheets are normally indications of excessive flexure
due to misalignments beyond the coupling’s capacity. Realignment of the
equipment must be done immediately.

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 If a coupling has been operating with loose bolts, they should be
removed and inspected. If there are significant scour marks or
indentations on the body, the bolts should be replaced. Most couplings of
this style are completely repaired. Misalignment of the connected shafts
should be restricted to within the manufacturer’s recommendations. When
accurate measurements are required, dial indicators should be used.
Alignment with a calliper and straightedge is usually satisfactory for slow-
speed drives.

7.5 Diaphragm Coupling

Figure 7.4 – Diaphragm coupling

Diaphragm couplings are also in the material-flexing group and are

used primarily for the high-speed, high-horsepower applications. They are
relatively light for the horsepower transmitted.

The diaphragm coupling is available in many sizes and styles,

including a reduced-moment design. This coupling uses two flexing
elements separated by a floating center member. The diaphragm is
normally attached at the outside diameter and the inside diameter by
bolts or E.B. welding to connect the hubs to the floating center member.
The torque goes through the diaphragm assembly for the outside diameter
to inside diameter, or vice versa.

The flexibility of the diaphragm design accommodates angular and

parallel shaft misalignment as well as a limited amount of end float. Each

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 flexing element is made up of one or more diaphragm elements depending
on the design. The coupling is radially rigid and maintains its original
balance because there are no wearing parts.

Under normal conditions, the metal parts are not subject to

deterioration. Most manufacturers have available couplings that are
resistant to corrosion. These units usually have the components plated or
are made of a corrosion-resisting material. Misalignment of the connected
shafts should be restricted to within the manufacturer’s recommendation
for long coupling life. If the connected equipment experiences high
vibration, the coupling should be inspected for possible damage.

7.6 Elastomeric Coupling

Figure 7.5 – Elastomeric coupling

Elastomeric couplings are available in an almost infinite number of

versions. They are generally categorized into two types according to the
elastomer placement:
1. The elastomer is placed in shear.
2. The elastomer is placed in compression.

Their ability to compensate for shaft misalignment is obtained by

flexure and/or displacement of the elastomeric element. These couplings
are generally relegated to light- or medium-duty service at moderate
speeds.

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 In their basic concept, they consist of two hubs separated and
connected by the elastomeric element. On shear-type couplings, the
elastomer may be bonded, clamped, or fitted to matching sections of the
hubs. The compression-type couplings usually utilize projecting pins,
bolts, or lugs to connect the components. The elastomeric flexing
elements may be polyurethane, rubber neoprene, or impregnated cloths
and fibers.

Elastomeric couplings are normally maintenance-free, but it is

suggested that occasional checks be made of the elastomer’s condition
and equipment alignment. If the elastomer shows signs of deterioration or
wear, it should be replaced and the equipment aligned to within the
coupling manufacturer’s recommendations. This usually can be
accomplished with the use of a calliper and straightedge.

7.7 Other types of Coupling

Figure 7.6 – Other coupling types

7.8 Coupling Selection

Maintenance personnel are frequently faced with the problem of

replacing a worn-out or broken coupling. After the cause of failure has
been determined, careful consideration should be given to the type, size,
and style of coupling that will be used as a replacement. Whenever

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 possible, it should satisfy all the needs of the drive. Proper selection as to
type of coupling is the first step of good maintenance.

A well-chosen coupling will operate with low cross-loading of the

connected shafts, have low power absorption, induce no harmful
vibrations or resonances into the system, and have negligible
maintenance costs. The primary considerations in selecting the correct
type of flexible couplings, as well as its size and style, are:
1. Type of driving and driven equipment
2. Torsional characteristics
3. Minimum and maximum torque
4. Normal and maximum rotating speeds
5. Shaft sizes
6. Span or distance between shaft ends
7. Changes in span due to thermal growth, racking of the bases, or
axial movement of the connected shafts during operation
8. Equipment position (horizontal, inclined, or vertical)
9. Ambient conditions (dry, wet, corrosive, dust, or grit)
10.Bearing locations
11.Cost (initial coupling price, installation, maintenance, and
replacement)

The coupling should be selected conservatively for the torque

involved. Consideration must be given to all peak and shock loads
encountered in normal service. If the coupling is to operate at high
speeds, it should be dynamically balanced. Special coupling modifications
dictated by the connected equipment should be made. If any doubt exists
as to the proper type or size of coupling to use, it is recommended that
the manufacturer be consulted.

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