Courtesy of Kop-Flex/Emerson Power Transmission Corp. JRM9.

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COUPLING INTERFACE CONNECTION

by
Jon R. Mancuso
Director of Engineering
Kop-Flex Inc., Emerson Power Transmission Corporation
Baltimore, Maryland
and
Roger Jones
Senior Staff Engineer
Shell Oil Company
Houston, Texas

rotating equipment has integral flanges that bolt to the coupling.

Jon R. Mancuso is Director of Engineer- The type of interface, the fit, and materials used are dependent on
ing with Kop-Flex Inc., Emerson Power the criticality of the equipment.
Transmission Corporation, in Baltimore, Equipment can be classified into general purpose and special
Maryland. He has more than 30 years purpose. General purpose equipment includes machines such as
experience in the coupling field and is pumps that are spared. If they fail or require maintenance the
author of many papers on couplings for operation does not shut down or slow down. In contrast special
various publications, societies, and sym- purpose equipment (compressor, generator) is critical to the
posia. process and if it is unavailable the entire plant might slow down,
Mr. Mancuso is also author of a book on shut down, or might incur a safety incident or environmental
couplings, Coupling and Joints: Design, incidence. Generally special purpose equipment is significantly
Selection, and Application, and editor and more expensive than general purpose equipment and more
author of several chapters in Mechanical Power Transmission sophistication is justified in the design of the interface.
Components Handbook. He has been involved with many design, The type of interface has also a lot to do with several other
research projects relating to couplings, and is coinventor of several issues, including:
patents with couplings and clutches.
Mr. Mancuso graduated from Gannon University with a B.S. • Ease of assembly/disassembly
degree (Mechanical Engineering), and has an M.S. degree • Reliability of connection
(Engineering Science) from Pennsylvania State University. He is
chairing the ASME Committee on Couplings and Clutches. In
• How much torque can be transmitted
addition, he is a member of the AGMA Coupling Committee, and • Field conditions
also serves on the API Committee on Couplings for Special Most commonly for general purpose equipment keys with
Purpose Applications. setscrews are used on small horsepower applications. For larger
horsepower applications keys with interference bores are common.
For critical equipment the most common interface is keys with
Roger L. Jones is a Senior Staff Engineer interference. As the application gets more critical and power dense,
with Shell Oil Company, in Houston, Texas. keyless shrink drives and integral flanges become common. Tight
He is currently assigned to the Engineered fitted splines are common in aircraft derivative gas turbines.
Equipment Department of the Engineering The various types are covered in some detail for general purpose
and Construction Organization. In his and special purpose applications. Covered also is how to assemble
current position, he provides consultation some of the most common types. Other issues such as who should
to projects with regard to specification, bore the couplings, how does one fit bores and keys, and what
installation design, and field construction. needs to be considered when specifying interfaces is discussed.
He has previously completed various The types of couplings that are used on general purpose
technical and management assignments at applications versus special purpose applications are discussed first.
Shell’s Deer Park Refinery and Chemical
Plant. He has been in the rotating equipment field for more than 20 COUPLINGS IN GENERAL
years.
Flexible couplings can be classified by how they function or how
Mr. Jones received his B.S. and M.S. degrees (Mechanical
they are applied. As to how they function they can be further
Engineering) from Kansas State University. He is a registered
classified into three basic functional types of flexible couplings:
Professional Engineer in the State of Texas. Mr. Jones represents
his company on the API Subcommittee for Mechanical Equipment • Mechanical element
and is a member of the API 610 and 682 Task Forces.
• Elastomeric element
• Metallic element
ABSTRACT The mechanical element types generally obtain their flexibility
In rotating equipment, torque is usually transmitted from shafts from loose-fitting parts or rolling or sliding of mating parts or from
to coupling hubs through keys, splines, friction, or a combination both. The most common types are the gear coupling and the grid
of these. Not covered in this tutorial are applications where the coupling. They usually require lubrication unless one moving part
121
122 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

is made of a material that supplies its own lubrication need (e.g., a

nylon gear coupling). The elastomeric element types obtain their
flexibility from stretching or compressing a resilient material
(rubber, plastic, etc.). Elastomeric elements are either the shear type
or the compression type. The metallic element types obtain their
flexibility from the flexing of thin metallic discs or diaphragms.
There are over 100 variations of these types of couplings.
The three functional types serve two basic types of applications.
These are:
• General purpose couplings
• Special purpose couplings
GENERAL PURPOSE COUPLINGS
General purpose couplings (low speed—generally motor
speeds) are used on pumps and other equipment that if shut down
will not slow down or shut down the plant or the process (Figure
1). These will transmit torque from one shaft to another while
allowing misalignment and axial motion between the ends of the
coupled shafts. General purpose types are generally more
standardized, less sophisticated in design, and are substantially less
expensive than special purpose types. Additionally they are used in
substantially greater quantities than special purpose types.
In general purpose applications the flexible element can be
routinely inspected and replaced. Often the coupling and its
components are considered “throw-away parts.” These types of
couplings are usually very flexible and require simple alignment
techniques. It is usually sufficient to align equipment with these
couplings to within 0.001 in/in of shaft separation. Therefore a
coupling with 5 inch shaft separation should be aligned to be
within 0.005 inches. (Note that a 5 inch spacer is the minimum
allowed by API 610 (1995) for process pumps.) A failure for this
type of coupling is usually limited to the flex element and little or
no damage usually occurs to other components. A few examples of
general purpose couplings are the gear, grid, elastomeric, and the
disc.

Mechanical Element Couplings Figure 1. General Purpose Couplings.

The most common types of mechanical element coupling are the
gear and the grid type. • Diaphragm couplings are usually not used in general purpose
applications. Diaphragm couplings are usually more costly than
• Gear couplings consist of two hubs with external teeth that the other types.
engage internal teeth on a two- or one-piece sleeve. Gear couplings
are used for medium and large applications, generally over 100 hp. • Disc couplings transmit torque by a simple tensile force between
alternating driving and driven bolts on a common bolt circle. These
Gear couplings have torque capacities up to 54,000,000 lb-in and
couplings are generally used on applications over 100 hp. Many
bore capacities to 45 inches.
users apply lower limits and API 610 (1995) defaults to this
• Grid couplings are similar to gear couplings. They are usually coupling type for all pumps. They have torque capacities up to
composed of all metal and they have some degree of resilience. 4,000,000 lb-in and bore capacities to 15.5 inches.
They have two hubs with serrations (grooves) rather than teeth. A
steel grid connects the grooves. A cover keeps the lubricant in. SPECIAL PURPOSE COUPLINGS
Grids are generally limited to applications under 1000 hp. They A coupling moves from general purpose to special purpose
have torque capacities up to 4,000,000 lb-in and bore capacities to when its design sophistication and reliability reach a high standard.
20 inches. Special purpose couplings are usually required for high speed
(above motor speeds, i.e., greater than 3600 rpm) and for critical
Elastomeric Element Couplings
equipment within the production or process system (Figure 2).
Elastomeric element couplings are of either shear type or Couplings used in the petroleum, chemical, and gas industries are
compression type. covered thoroughly in API 671 (1998).
Industry application practice is fairly consistent, that is, a pump
• Shear types are generally found on applications under 100 hp. coupling on a spared, redundant system. Almost any process plant
They have torque capacities up to 450,000 lb-in and bore capacities
to 11 inches. from refinery to ammonia plant is not likely to have a special
purpose unit. On the other hand a 67,000 hp unspared boiler feed
• Compression types are usually used on applications over 100 hp. pump in a base station or the compressor train in the same
They have torque capacities up to 20,000,000 lb-in and bore ammonia plant, as mentioned previously, is certainly special
capacities to 34 inches. purpose and critical to troublefree operation. Most steam and gas
turbine driven generator sets are special purpose applications.
Metallic Element Couplings While there is a large body of machines and applications where
Metallic element couplings come in two basic types, the disc and there is an industry consensus that special purpose couplings
the diaphragm. should be applied, the lower end varies significantly by company
 COUPLING INTERFACE CONNECTION 123

of the oil, increasing friction in the teeth and sometimes even locking
the coupling. Additional issues in the application of gear couplings
are that their balance deteriorates with wear and the amount of
frictional force developed in accommodating misalignment can
increase with wear and/or lubricant deterioration.
How important an issue is friction between the gear teeth? Let
us examine an average refinery application. This application is a
hydrogen recycle compressor in a small hydrocracker or maybe a
pretty large hydrotreater. The coupling must transmit 5000 hp at
10,000 rpm. The coupling gear teeth have a pitch diameter of 7
inches.

Torque = 63,000 × hp / rpm = lb − in

(1)
Torque = 31,500 lb − in

The force transmitted across the gear teeth is:

Force (t ) = Torque / Pitch radius

(2)
Force (t ) = 9000 lb
The coefficient of friction for a grease packed coupling can vary
from 0.05 to 0.15 depending on the type and condition of the
grease. If the lubricant deteriorates, sediment builds up or if the
surface finish of the teeth deteriorates the coefficient of friction
will increase. For this illustration assume that the coefficient of
friction of the teeth () equals to 0.1, the average value for steel on
steel. The force required to make the teeth slide is then:

Force ( friction) = × Force ( f )

(3)
Force ( f ) = 900 lb
The moment produced in a gear coupling can load equipment
Figure 2. Special Purpose Couplings. shafts and bearings. There are three basic moments in a gear
coupling.
and industry segment. Generally however, expensive, high- • The moment generated from transmission of torque through an
powered, high-speed, and unspared equipment are connected by angle (90 degrees from misalignment)
special purpose couplings. It is unusual for special purpose
couplings to be applied at less than 1000 hp. • The moment generated from the frictional load calculated above
(90 degrees from misalignment)
Another point is that although these machines are high powered,
they are also sensitive to alignment and to misalignment induced • The moment generated from displacement of load (in the plane
loads. Alignment induced forces or moments become very of misalignment)
important to these machines. As a result of this sensitivity and the For small angles (less than 1/4 degree) the bending moment of a
speed and the power, coupling criteria for the machines take on an gear coupling can be calculated by the following equation:
entirely different perspective. Alignment for this equipment is
more critical than general purpose applications. Generally they
( ) 
2
should be aligned to within 0.0005 in/in of shaft separation.  MT ( x ) 
2  M sin a +
 +
T
Therefore a coupling with 18 inch shaft separation should be MT =  (4)
aligned to be within 0.009 inch. In special purpose applications the  R   
 
coupling spacer is usually at least 18 inches in length (the
minimum allowed by API 617 (1995)). Many users specify longer where:
spacers and 36 inches or more is no longer unusual. Special MT = Total bending moment in lb
purpose gear couplings are used for medium-large applications, x = Approximately the face width (FW) of the hub tooth divided
generally on applications over 1000 hp. They have torque by 2. FW is approximately the pitch diameter (PD) divided
capacities up to 10,000,000 lb-in and bore capacities to 18 inches. by 8.
R = The pitch diameter (PD) divided by 2
High Performance Gear Couplings a = Misalignment angle in degrees
The first flexible couplings used in special purpose application
evolved from the general purpose gear coupling. Heat-treated alloy If the shafts are misaligned (and they always are to some degree)
components were used, then nitriding was added. On new a considerable bending moment is imposed on the shaft.
applications where gear couplings are used it is not unusual for tooth • R = 3.5 inches • µ = 0.1
enhancement to be used such as lapping and coatings. Early versions
were generally batch lubricated with grease. In order to solve • x = .875 inch • a = 0.25 degrees
problems such as grease separation the couplings evolved to
 31,500 (sin 0.25 + 01
. )
2
 31,500 (.875) 
2
continuous oil lubrication. This eliminated lubricant deterioration
and allowed couplings to run cooler since the heat generated is cared
MT =   +  (5)
 35
.   
away by the oil. Unfortunately continuous lube couplings sometimes
suffer from the buildup of very fine sediment that is centrifuged out Moment = 8533 lb − in
124 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

This will cause vibration and, in extreme cases, there have been COUPLING RATINGS (TORQUE RATINGS)
shaft fatigue failures due to these moments.
Before we get into the various types of interface connections, let
Improved grease formulations have encouraged some users to
us briefly discuss coupling ratings and service factors.
move from continuous lube couplings back to grease lubricated
It has become more and more confusing as to what factor of
couplings, but more often lubrication problems have pushed users
safety (FS) and service factor (SF) (also application or experience
to nonlubricated couplings (disc and diaphragm). In spite of the
factor) really mean. Many people use service factor and factor of
issues mentioned above, these couplings are highly reliable and
safety interchangeably. There is an important distinction, however,
long lasting. They still have a large and loyal following within the
and understanding the difference is essential to ensure a proper
industry.
coupling selection for a particular application.
Elastomeric Element Couplings Service factors are sometimes used to account for the real
operating conditions.
Elastomeric element couplings for special purpose application
are usually of the compression type. They are generally used on the Design and Selection Criteria Terms
low speed (motor to gear) side of a special purpose train. These
couplings are used to reduce vibratory torques because they are Factor of Safety
soft and nonlinear. These features make it easy to torsionally tune Factor of safety (FS) is used to cover uncertainties in a coupling
a system (applications of synchronous motor, variable speed design; analytical assumptions in stress analysis, material
drives, reciprocating engines, or compressors, etc.) subject to unknowns, manufacturing tolerances, etc. Under given design
pulsating torque. They are usually used on applications over 500 conditions the FS is the ratio of strength (or stress capacity) to
hp. They have torque capacities up to 20,000,000 lb-in and bore actual predicted stress; where the stress is a function of torque,
capacities to 34 inches. speed, misalignment, and axial displacement. A design factor of
The first choice of some users and many machinery safety (DFS) is the factor of safety at the catalog rated conditions
manufacturers is to install a damper type coupling on anything of torque, speed, misalignment, and axial displacement. It is used
where there is a pulsating torque. The main downside to this is that by the manufacturer to establish the coupling rating, because it is
the damping capability of the coupling changes with the age of the the maximum loading that the manufacturer says his coupling can
damper elements. These elements are made of elastomers (rubber) safely withstand. The factor of safety that most would be interested
and their durometer increases (they get harder and stiffer) with in, however, is the factor of safety at the particular set of
time. The damper elements must be replaced on a fixed interval. application loads that the coupling is continuously subjected to.
This interval is generally not convenient in applications such as This has been defined to be an application factor of safety (AFS).
refineries and petrochemical plants where turnaround intervals are In fact, the application factor of safety is the measure of safety that
fairly long. Owners of these couplings are often tempted to extend would allow the coupling selector to evaluate the coupling that is
the replacement interval and risk failure in the machinery. the “safest” under actual operation and allow the coupling selector
These couplings clearly have their place and a business decision to compare various couplings.
should be made on their selection. Specifically what does it cost to
tune the system with a conventional coupling, how certain is this Service Factor
nonelastomeric solution, and how disciplined is the user’s Service factor (application factor or experience factor) (SF) is
operation to changing damper elements on schedule. normally specified by the purchaser (although assistance is
sometimes given by the manufacturer). It is a torque multiplier. It is
Metallic Element Couplings
applied to the operating torque (called the normal operating point in
These couplings come in two basic types, the disc and the API 671 (1998)) of the connected equipment. The service factor
diaphragm. Both have excellent inherent balance characteristics. torque multiplier is used to account for torque loads that are beyond
Both come in reduced moment (flex element over shaft) types and the normal conditions and are of a recurring nature. Couplings are
marine types (flex element between shaft ends). generally selected by comparing the selection torque (SF  normal
operating torque) to the coupling’s maximum continuous rating.
Disc Couplings Service factors account for conditions such as a compressor foul-
Disc couplings are usually used on applications where the ing, changes of the pumped fluid (molecular weight, temperature,
flexible part of the coupling needs to fit over the shaft. Many or pressure), or any other repetitive loading conditions that may
typically higher speed compressors require this “reduced moment” occur over 106 revolutions of the coupling. And sometimes service
feature for rotordynamic reasons. Disc couplings also tend to factor is used to account for the real operating conditions of the
accommodate higher axial displacements. Many can accommodate equipment, which may be 5 to 20 percent above the equipment
axial displacement of 1/8 inch and others as much as 1/2 inch. These rating. Service factors should not be applied to account for starting
couplings are generally used on applications over 500 hp and torques or short-circuit torques, although these conditions are
speeds up to 20,000 rpm. They have torque capacities up to sometimes stated as being a multiple of normal torque.
5,000,000 lb-in and bore capacities to 18 inches.
Endurance Limit
Diaphragm Couplings The endurance limit is the failure strength limit of a coupling
Diaphragm couplings flex and transmit torque between the outer component subjected to combined constant and alternating
diameter (OD) and inner diameter (ID) of the flex element. While stresses. Beyond this limit the material can be expected to fail after
the most common place diaphragm couplings are used on some finite number of cyclic loads. Below this limit the material
applications where the prime mover is a gas turbine, there are many can be expected to have infinite life (or a factor of safety of greater
users who prefer them over disc couplings and apply them in all the than 1.0).
same applications noted above for disc couplings. On gas turbine
applications they usually must bolt up to an integral flange (this Yield Limit
type of coupling is usually called a marine type). These couplings The yield limit (YL) is determined by the manufacturer to be the
are generally used on applications over 500 hp and speeds up to failure strength limit of a coupling component that will cause
20,000 rpm. They have torque capacities up to 6,000,000 lb-in and detrimental damage. If this limit is exceeded, the coupling should
bore capacities to 20 inches. be replaced.
 COUPLING INTERFACE CONNECTION 125

Coupling Rating
• Apply an appropriate fatigue failure criterion in order to
The coupling rating is a torque capacity at rated misalignment, establish an equivalent mean, and an equivalent cyclic stress from
axial displacement, and speed. This applies to the ratings given below. which to compare the material fatigue strength.
• Maximum continuous rating—The maximum continuous rating • Calculate the factor of safety.
(MCR) is determined by the manufacturer to be the torque capacity First, the way in which the above stresses in this example were
that a coupling can safely run continuously and has an acceptable determined is subject to evaluation. Various methods may be
design factor of safety. employed to determine the normal stresses shown in Table 1. These
• Peak rating—The peak rating (PR) is determined by the methods include classical solutions, empirical formulas, numerical
manufacturer to be the torque capacity that a coupling can methods, and finite element analysis (FEA). The accuracy of each
experience without having localized yielding of any of its of these methods is largely dependent on the loading assumptions
components. Additionally, a coupling can handle this torque made in the analysis. Second, after calculating the fluctuating
condition for 5000 to 10,000 cycles without failing. normal stresses, they must be combined to provide an accurate
representation of the biaxial state of stress by applying an
• Maximum momentary rating—The maximum momentary rating appropriate failure theory. Many theories may be employed. The
(MMR) is determined by the manufacturer to be the torque capacity
most accurate choice is generally a function of material character-
that a coupling can experience without ultimate failure, where
istics and the type of loading. Among the failure theories that might
localized yielding (damage) of one of its components may occur. A
be employed are maximum principal stress, maximum shear stress,
coupling can withstand this occurrence for one brief duration. After
and maximum distortion energy (von Mises). Third, after an
that, the coupling should be inspected and possibly replaced. (This
appropriate failure theory has been applied, an equivalent constant
is also sometimes called the short-circuit torque rating.)
and an equivalent alternating stress must be determined by
Continuous Operating Conditions applying an appropriate fatigue failure criterion. The possible
choices here include: Soderberg criteria, Goodman criteria,
and Fatigue Factor of Safety modified Goodman criteria, and constant life fatigue diagrams.
The authors will use the flexible element of a special purpose Lastly, a fatigue factor of safety can be determined by comparing
coupling as an example of how an endurance factor of safety is the equivalent stress to the fatigue failure strength. In order to
calculated. This type of analysis is generally used on special purpose compare the fatigue strength to the equivalent stress, an
applications and can be used on any metallic torque transmitting assumption must be made as to how the stress increase is most
component of any coupling (such as bolts, spacers, hubs, etc.). likely to occur. The most common approach is a combination of
constant and cyclic (a proportional increase of all stresses and
Analysis of a Flexible Element loads) nature.
The diaphragm, diaphragm pack, or disc pack is the heart of a Summary of Stresses
flexible element coupling and in general is the most highly stressed
component during continuous operation. It must accommodate the In this example, the authors have combined the stresses using the
constant (steady-state, or mean) stresses from axial displacement, distortion energy failure theory, and applied the modified Goodman
torque, and centrifugal effects while also withstanding the fatigue failure criteria to obtain combined mean (constant) stress
alternating (cyclic) stresses from angular misalignment and (sm) of 87,500 psi and a cyclic (alternating) stress (sa) of 17,000 psi.
possible alternating torques. Note that normally other components The endurance strength (se) is 88,000 psi, the yield strength (sty) is
of the coupling such as flanges, tubes, and bolts may not be 165,000 psi, and the ultimate diaphragm material strength (stu) is
subjected to the same magnitudes and types of stresses. 175,000 psi. Using a modified Goodman diagram (Figure 3), the
To analyze a flexible element and determine its (and generally constant and alternating stresses are plotted and, using the
the coupling’s) application factor of safety at different loading proportional increase method, a safety factor of 1.44 is found.
conditions, its endurance limit must be determined. The problem
here, though, is what failure criteria should be used to determine
this limit. What assumptions are made in combining the stresses?
Once a criterion is selected, how is the factor of safety determined?
What is an appropriate factor of safety for a particular type of
coupling? There are many “correct” answers to these questions,
and generally the choices are left up to the coupling manufacturers.
Consider the load conditions and stresses in Table 1 for, let us say,
a diaphragm coupling in a turbine driven compressor application.
(Note that the stresses represented are for illustration purposes.)

Table 1. Load Conditions and Stresses for a Diaphragm Coupling.

Condition Amount Stress (psi)

Torque 400.000 in-lb 42,000 psi constant, shear
Speed 13,000 12,000 psi constant, bi-axial
Axial displacement +/- 0/120” 35,000 psi constant, bi-axial
Angular Misalignment +/- 0.25O 17,000 psi alternating, bi-axial
Figure 3. Modified Goodman Diagram.
In order to calculate the fatigue factor of safety, there are four
Peak and Maximum Momentary Conditions
basic avenues that must be taken. They are:
Just like continuous torque ratings, there are different ways to
• Determine the basic, normal stresses that result from the stated rate a coupling’s capability to handle noncontinuous peak torques
operating conditions.
or low frequency high cyclic torques. These can be caused by such
• Apply an appropriate failure theory to represent the combined things as motor startups, short-circuit conditions, compressor
state of stress. surges, or other transient conditions. Some questions to ask are:
126 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

What is the nature of the load? Is it due to a synchronous motor rotordynamics of the connected machines, a lower factor may be
startup with hundreds of high torque reversals during a daily selected by mutual agreement of the purchaser and the vendor. The
startup? Is it a single unidirectional torque induction motor driver selected value shall not be less than 1.2.
application? As for the coupling, how much capacity above the
maximum continuous rating is there before serious damage to the Ratings in Summary
coupling occurs? Some couplings have a catalog peak rating in the The important thing to remember is that the inverse of a service
range of 1.33 to 2 times the maximum continuous catalog torque factor or safety factor is an ignorance factor. What this means is
rating. Most of theses couplings can handle torques 1.75 to 2.5 that when little is known about the operating spectra, a large
times their normal rating before detrimental damage occurs. service factor should be applied. When the operating spectra are
For the factor of safety for maximum continuous rating, the known in detail, the service factor can be reduced. Similarly, if the
authors recommend that the factor of safety be determined using the properties of a coupling material are not exactly known or the
modified Goodman criteria (the most widely accepted fatigue methods of calculating the stresses are not precise, a large safety
failure criteria for steel components). The authors further factor should be used. However, when the material properties and
recommend that these factors of safety be calculated by the method of calculating the stresses are known precisely, a small
proportional increase in stress assumptions. For peak rating and safety factor can be used.
maximum momentary rating the factor of safety is determined by Sometimes the application of service and safety factors to
the ratio of yield strength to the stresses calculated at these ratings. applications where the operating spectra, material properties, and
Note that the factors listed below are factors for rated conditions stresses are known precisely can cause the use of unnecessary large
only and that the factors for a particular application (with or without and heavy couplings. Similarly, not knowing the operating spectra,
service factors applied) can be expected to generally be higher. material properties, or stresses and not applying the appropriate
service factor or safety factor can lead to undersized couplings.
Recommended Factors of Safety Ultimately, this can result in coupling failure or even equipment
Table 2 has been adopted by API 671 (1998). With these factors failure.
of safety one can compare couplings for a particular application.
Table 2 shows the recommended minimum design factors of safety COUPLING INTERFACE CONNECTIONS
for the various ratings factor basis of safety. This section will discuss coupling shaft connections: keyed and
Finally, the values in Table 2 are recommended as a guide and keyless shafts, splines, flange, and intermediate bushing connections.
do not reflect how good a job was done in determining and
combining the stresses used to obtain them. A certain level of trust Shrink Fit Versus Clearance Fit
is required with each coupling manufacturer, based on experience The question often arises as to when to use a clearance fit versus
with the product and organization. an interference fit. Also how much shrink should one use. The
following discussions will proceed from low speed, low power
Table 2. Minimum Factors of Safety. applications toward higher speed, high power applications. There
is little risk with having more interference than necessary. There is
Coupling Capacity Design Factor Basis of Factor of Safety
much more risk in having less.
Max. Continuos Rating 1.25-1.35 Min* Endurance
Peak Rating 1.15 Min Yield
Max Momentary Rating 1.0 Min Yield
Clearance Fit (With Keys and Setscrews)
* 1.25 when limit is based on Modified Goodman Keyed clearance fit couplings are used on low power/low
* 1.35 when limit is based on Constant Life Fatigue Diagrams torque/low speed applications with shafts under about 2.5 inches.
The design is based on torque being transmitted through the key to
Service Factors minimize the play and resist the moments and forces reacted from
General Service Factors misalignment and unbalance. Setscrews are usually provided over
the key. There is no consensus in the industry about what
Service factors have evolved from experience and are based on constitutes “low power/low torque.” There is pretty good agree-
past failures. That is, after a coupling failed, it was determined that ment that speeds should be limited to 3600 rpm.
by multiplying the normal operating torque by a factor and then Historically this interface has been used for process pumps with
sizing the coupling, the coupling would not fail. Since coupling straight fits. For example, API 610, “General Purpose Pumps for
manufacturers use different design criteria, many different service Refinery Applications,” required light interference fits on pumps
factor charts are in use for the same types of couplings. Therefore, for the first time in the Sixth Edition in 1981. The reason that slip
it becomes important when sizing a coupling to follow and use the or transitional fits had been previously allowed is that the clearance
ratings and service factors recommended in each coupling fit allowed for ease of maintenance in a field environment where
manufacturer’s catalog and not to intermix them with other application of heat entailed a safety risk. Awareness of the
manufacturers’ procedures and factors. importance of rotor balance caused the industry to move toward an
If a coupling manufacturer is told the load conditions—normal, interference fit, and the definition of low power shrank
peak, and their duration—a more detailed and probably more accordingly. More recently this issue has been discussed at great
accurate sizing could be developed. Service factors become less length among users and in more recent editions of 610 (1995) a
significant when the load and duty cycle are known. It is only when looser transitional fit has been allowed. Many users successfully
a system is not analyzed in depth that service factors must be used. use clearance fits on all straight bored pump couplings, but they
The more that is known about the operating conditions, the closer also generally employ high standards of alignment. The definition
to unity the service factor can be. of “low power” is somewhat controversial.
All flexible couplings resist misalignment with reactionary
API Recommended Service Factor moments and forces. The magnitude depends on the type and size of
API 671 (1998) defaults to a 1.5 service factor for metallic the coupling. These moments and forces are caused by friction in
element couplings and 1.75 for gear couplings. These service lubricated couplings and the flexing of material in nonlubricated
factors are to be applied to the normal operating torque. Note that couplings. These moments and forces can cause a loose hub to rock
API cautions that if reasonable attempts to achieve the specified on its shaft. Fretting will occur that can cause failure of the shaft
experience factor fail to result in a coupling weight and subsequent and/or the hub. The higher the power the greater the risk of failure. In
overhung moment commensurate with the requirement for “low power” applications the reactionary loads are relatively small.
 COUPLING INTERFACE CONNECTION 127

Pump manufacturers design their shaft ends for key drive. They fits generally used with various hubs with and without keys. While
do this because they expect the user’s maintenance forces to either this tutorial offers some methods for approximating transmission
intentionally open the fit for convenience or to allow it to open with capabilities for fits, it is suggested one consult with the coupling
time and repeated assembly/disassembly. Table 3 shows shaft data manufacturer to find out the maximum shrink they recommend for
for one manufacturer’s line of single-stage overhung pumps. The their hubs.
dimensional data are published in their catalog while the shaft and
key stresses are calculated using their prescribed methods. Table 4. Various Hub Fits With and Without Keys.

Table 3. Shaft Data for Single-Stage Overhung Pumps. Hub Material Amount of Key
Bearing Brackets Size Small Medium Large Large Large Hardness interference
Shaft Diameter at Coupling
Shaft Diameter at Impeller
1.375
1.25
1.875
1.875
2.625
1.875
2.625
2.375
2.625
2.625 (BHN)
Coupling Key Size .312 sq by 1.375 .5 sq by 1.875 .625 sq by 2.625 .625 sq by
2.625
.625 sq by
2.625 110 0.0003 in/in Yes
Impeller Key Size .25 sq by 1.5 .375 sq by 1.938 .375 sq by 2.125 .5 sq by 2.625 .5 sq by 2.625
Maximum Allowable
Horsepower
100 350 500 750 1000 160 0.0005 in/in Yes
Shaft Stress at Coupling (psi)
Shaft Stress at Impeller (psi)
3430
4565
4734
4734
2465
6763
3697
4992
4930
4930
250 0.00075 in/in Yes
Key Shear Stress at Coupling
(psi)
5933 6969 4063 6095 8127
160 0.001 in/in No
Key Bearing Stress at Coupling 11867 13938 8127 12190 16254
(psi)
Key Shear Stress at Impeller 7467 8992 11712 8421 10159
250 0.00175 in/in No
(psi)
Key Bearing Stress at Impeller 14933 17984 23425 16842 20317 300 0.0025 in/in No
(psi)
330 0.003 in/in No
It is pretty obvious that the power is transmitted into a pump
through the coupling fit. It is equally obvious that with less bearing Drive Capabilities of Interference Fits
friction, windage, and seal drag, the power is transmitted to the
pumped fluid through the impeller fit. The reason that transitional Note that some of the information in this section comes from
or slip fits in pump couplings cause so little trouble is because the ANSI/AGMA 9003-A91 (1991). The design of keyless fit hubs for
stresses involved are very low. It is a fact that most pump couplings requires the analysis of three types of factors (Figure 4).
manufacturers specify a transitional fit on the impeller and many
users pay very little attention to this fit when maintaining pumps.
The impellers of single-stage overhung pumps are removed and
replaced every time the seal is changed, so wear is bound to occur.
Further the size of the impeller fit and key is generally smaller than
the coupling fit, so the stresses are higher than in the coupling (but
the coupling experiences misalignment loads).
A final thought on lightly fit coupling hubs: many general
purpose disc type couplings incorporate features to prevent the
spacers from being tossed out in the event of disc failure. If the
discs fail, depending on the design of the coupling, the bolts can
interfere between the spacer and hubs in such a way as to “wedge”
the coupling hubs apart. With a light fit the hubs may move easily Figure 4. Dimensions for Keyless Hubs.
and the spacer capture feature can be defeated.
• The amount of interference required to handle the required
Shrink Fits torque
Keyed shrink fit couplings have been historically used for • The pressure required to mount or dismount the hub
applications up to 10,000 hp and speeds into the low five figures.
While many of these applications have performed with high • The stresses in the hub during mounting or dismounting and
during operation
reliability for long periods of time, there have been significant
numbers of problems with these applications, and the limits have The equations given in this section for pressure and stress are for
shrunk with time. Today industry generally agrees that they should hubs of relatively uniform cross section. When a hub has multiple
be limited to a few thousand horsepower. Such applications should outside or inside diameters (stepped bores), as shown in Figure 5,
conform to AGMA recommendations. the maximum stress is at the section with the smallest diameter and
For general purpose type couplings with keys, the shrink should total torque capacity is the sum of the separate section capacities.
not exceed 0.00075 in/in. Caution must be exercised when Shrink or interference fit calculations are based on Lamé’s
specifying heavy shrinks for keyed hubs. For general purpose equations for a thick-walled cylinder under internal pressure.
equipment with keyed hubs, the purpose of the interference fit is to The bore used in the calculations of pressure for tapered and
keep the hub axially positioned on the shaft and resist the moments cylindrical bores is shown in Figure 5. The analysis is based on the
and forces generated from unbalance and misalignment. If one assumption that the shaft and hub have the same finish, hardness,
tries (or wants) to drive totally through the shrink fit with a general and modulus of elasticity.
purpose coupling with a key, the hub may split over the keyway(s).
If it is desired for the fit to drive, it is a much better design to Torque Capacity of a Shrink Fit
eliminate the key and specify a heavier interference. Some The interference required is dependent on the torque to be
standard couplings have hubs made from materials (like cast-iron) transmitted, the coefficient of friction used, the dimensions of the
that cannot handle the stresses that result from an interference fit. hub, and the operating speed. The interference range is determined
For high horsepower and high-speed applications (API 671 by either the minimum/maximum shaft and bore diameters for
(1998) and ISO) keyless fits (straight and tapered) are commonly cylindrical bores or by the minimum/maximum hub advance for
used. The shrink for keyless fits needs to be sufficient to withstand tapered bores. Torque capacity for hubs with steps or flanges
the expected normal and transient loads. Common interference fits (Figure 5) requires breaking the hub into sections and then
range from 0.0015 in/in to as high as 0.003 in/in. Table 4 shows the summing the section values.
128 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

where:
E = Modulus of elasticity, lb/in2
Ce = Ratio of the average bore diameter of the section to the outside
diameter of the section being analyzed (Db/Do)

I c = 5.52 × 10 −14 N 2 Do2 Db (8)

Pressure Required to Mount or Dismount the Hub

The calculated pressure to mount or dismount the hub is based
on the pressure generated at the hub bore from the maximum
interference and a uniform hub section. The actual pressure
required to mount or dismount the hub is somewhat greater than
the calculated value.

Calculated Pressure to Mount or Dismount

the Hub Due to Maximum Interference Fit
The calculated pressure (P1) to mount or dismount the hub is
based on the maximum interference. The maximum interference fit
Figure 5. Step Hub Dimension. is equal to the minimum interference as calculated plus the
tolerances of the shaft and the hub bore for cylindrical shafts or the
Apparent Coefficient of Friction fit increase due to the advance tolerance in the case of tapered
The apparent coefficient of friction (µ) between the hub and the bored hubs. The pressure is calculated as follows:
shaft can vary widely depending on such factors as cleanliness, oil
EI max
type, contact pattern, surface finish, and rate of load application.
Values that are commonly used are:
p1 =
2Cb
(1 − Ce2 ) (9)

• µ = 0.12 to 0.15, if hydraulically mounted with each surface Pressure at the Bore Required to Mount or Dismount the Hub
having a finish of 32 µin, rms maximum, and adequate draining
The maximum recommended pressure (P2) at the bore required
time after mounting.
to mount or dismount the hub is based on the pressure (P1) required
• µ = 0.15 to 0.20, if heat-shrink mounted with clean and dry to expand the hub section.
surfaces, each having a surface finish of 32 µin, rms maximum.
p2 = 11
. p1 (10)
Torque Capacity of Hub-to-Shaft Juncture
The torque capacity (T) of the hub-to-shaft juncture is a function The 1.1 multiplier is based on industry practice to account for
of the hub dimensions, the interference of the hub and shaft the increased pressure required for dismounting a hub of uniform
materials, centrifugal expansion, and the coefficient of friction. cross section. For hubs of nonuniform cross section, a more
The capacity should exceed the momentary torque (short-circuit rigorous analysis is required that is beyond the scope of this
torque) for the application. When the momentary torque is well standard.
defined, the hub-to-shaft torque capacity should exceed the
momentary torque by a minimum factor of 1.15. Hub Stress While Mounting or Dismounting
The maximum hub stress (smax) due to hydraulic pressure when
Minimum Pressure at the Hub Bore mounting or dismounting is based on the distortion energy (von
The minimum pressure (Pmin) at the hub bore is based on the Mises) criterion.
design torque capacity, the apparent coefficient of friction, and the
dimensions of the hub. The minimum pressure is calculated for the (3 + C )4
e
smallest hub section, which results in the lowest torque capacity of smax = p2 (11)
the hub-to-shaft-juncture. It is calculated as follows: 1 − Ce2

pmin = 2T where Ce is calculated for the thinnest hub section; i.e., maximum
(6)
Db2 L Ce.
where: Industry practice is to limit the maximum stress due to mounting
T = Design torque capacity of hub-to-shaft juncture, in-lb or dismounting to 90 percent of the yield strength.
Db = Average bore diameter of section, inch Hub Stress While Rotating
L = Length of hub engagement, inch
µ = Apparent coefficient of friction The combined stress (srot) in the hub while rotating is calculated
by the distortion energy (von Mises) criterion for each hub section
Minimum Interference Fit Required to Handle as follows:
the Design Torque and the Operating Speed
The minimum interference fit (Imin) required to transmit the
design torque capacity at the operating speed is based on the
srot = [( s H ) (
+ sV + sR + sRV ) − (s
2
H )(
+ sV sR + sRV )] (12)
minimum pressure as calculated plus the loss of interference due to where:
centrifugal expansion of the hub due to rotation (Ic). It is calculated sH = Maximum hoop stress in the mounted hub including the loss
for the smallest hub section, which results in a conservative torque due to rotation, lb/in2
capacity of the hub-to-shaft juncture. It is calculated as follows: sV = Hoop stress in the hub due to rotational speed, lb/in2
2 pmin Db sR = Radial stress in the hub bore due to interference fit of the
I min = + Ic
( )
(7) mounted hub while rotating, lb/in2
E 1 − Ce2 sRV = Radial stress in the hub due to rotational speed, lb/in2
 COUPLING INTERFACE CONNECTION 129

sH =
( )(
E I max − I c 1 + Ce2 )
2 Db
I c = 5.52 × 10−14 N 2 Do2 Db
2
 N 
sV = 0.502  33
 1000 
(
. Do2 + 0.7 Db2 ) (13)

sR =
(
− E I max − I )( I − C )
c
2
e

2 Db
sRV = 0

Note that (srot) ≤ 0.7 sy is based on industry practices, which

limits the stress to 70 percent of the yield strength of the material
used. Rotational stresses sV and sRV are based on a homogeneous
circular disc of uniform thickness with a center hole.

Hub Bore Surface Finish

The hub bore surface finish should be 32 µin rms or better. It is
recommended that the shaft have a similar finish. It is also
recommended that the surface be a ground finish rather than turned.

Field Experience
A refrigeration compressor was driven by a steam turbine. The
compressor train had performed reliably for approximately 25
years with this turbine. (“This turbine” is noted because it was not
the originally installed driver.) However coupling-end vibration
levels had slowly risen on both the compressor and turbine over the
most recent five years of service. Ultimately vibration levels rose Figure 6. Turbine.
to where continued operation was not prudent. Bearing clearances
were on the order of 3 to 5 mils and vibration levels had reached
2.5 to 3.5 mils on both machines. Spectral analysis indicated that
the coupling was out of balance. No spare coupling existed.
The existing coupling was a grease lubricated gear coupling.
The plant had a strategy of eliminating lubricated couplings but
delivery drove a decision to replace the coupling with another gear
coupling for the short term. Duly a new coupling was purchased.
Since the turbine shaft end was a plain cylinder and no ring and
plug gauge were available for the compressor, the coupling was
ordered without final bores being finished. The idea was to remove
the existing coupling, measure and conduct blue checks, and use
this information to finish the bore of the couplings.
Once the replacement coupling was available, a decision was
made to shut the machine down to replace the coupling. It was
expected that the turbine had a straight single key fit. This was based
upon the coupling drawing in the equipment file. Unfortunately the
coupling drawing described the coupling that came with the unit
when it was driven by the original turbine. During the 60s the
original turbine had been destroyed and replaced.
The replacement turbine is a single-stage overhung unit that was
originally designed to be a boiler feed water pump. In its original
configuration the machine had an overhung turbine stage on one Figure 7. Turbine Coupling Fit.
end and an overhung pump impeller on the other end. In this case
there was no pump impeller and no volute, only a coupling hub It was decided to not key the coupling. The coupling would be
through which the compressor was driven. The turbine was rated at bored to a size that would allow the interference fit alone to drive.
2200 hp at 9100 rpm. A typical drawing of the turbine is shown in Calculations were made that indicated a minimum interference fit
Figure 6. of 0.0046 inch. The fit was measured and the coupling was bored.
It was expected that the turbine would be shutdown, the fits By now it was about 7 pm on a Saturday night. The unit was down
measured, drawings made, and the new coupling bored to size in a and losing money. The inspector carefully measured the fit again
day or so. The new coupling would be fit to the compressor and and then the coupling bore. It was found that the bore was wrong.
turbine and the unit restarted in about 48 hours. When the turbine hub Instead of .002 in/in or 0.0046 mils there was a total of 0.0008 mils
was removed, the plan basically died. The turbine shaft was not only or 0.0003 in/in. The inspector, carefully balancing his personal
different in diameter by about an eighth of an inch but there were versus professional life made a decision that it was close enough
three keys instead of one. No one in Houston had fixtures to allow and fit the coupling. The machine was started and put online.
broaching the three keys. The 48-hour estimate suddenly looked like For a number of reasons this turbine was a candidate for
a week while the coupling hub was shipped to the Northeast to cut replacement and a project was developed to accomplish this end. It
three keyways. The coupling fit is shown in Figure 7. took two years to get a new replacement turbine on hand and reach
130 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

a turnaround window where it could be installed. No vibration or longer master ring and plug gauges. The hub should not be used to
other issues arose during the two years and the entire machinery lap the fit. If the hub is used it will create a ridge on the shaft at the
train ran smoothly. When the turbine was finally removed from end of the zero interference hub location. When a hub used in this
service, the craftsmen who worked the job removed the machine fashion is installed it will contact the ridge and either make it
from its foundation and removed the coupling thinking it would be difficult to install or reduce the contact in the as-installed
reused. The coupling came off with a mechanical puller and with condition. In the worst case lapping the shaft with the hub could
very little effort. The bore was virtually unmarked except for small cause the hub or shaft to fail because of stress concentrations.
axial scratches corresponding to the edges of the three keyways. Hubs with tapered fits can be overstressed if advanced too far on
The coupling showed no evidence of slipping or spinning. the shaft. As couplings are advanced to obtain the interference the
Measurements indicated that the total interference was 0.0008 outside diameter also grows (more about this later). If a gear
mils. The now retired inspector confirmed that this was what he coupling hub is advanced too far the clearance between the teeth
found late one Saturday night. The question raised was why did the on the hub and sleeve can reach unacceptably small values. Dirt
coupling not spin? The following data apply to this application: and surface imperfections can restrain the hub advance and give
the false impression that the desired interference has been reached.
• Rated speed: 9100 rpm To determine the draw-up required to obtain the desired
• Rated power: 2200 hp interference, the following equation can be used:
• Rated torque: 15,231 lb-in i
Draw − up (in ) = 12 × (14)
• Factor of safety: 7.39 T
where:
• Coefficient of friction: 0.15 i = Diametral interference, in
• Required interference: 0.0046 inch T = Taper, in/ft
Reversing the calculation to correspond with a total interference
of 0.0008, what must the coefficient of friction have been? Straight Shafts with Intermediate Bushings/Locking Rings
Bushings come in two basic configurations: internal or external
• Coefficient of friction at rated power: 0.12 (Figures 8, 9, 10). Installation varies with bushing design. The net
Tapered Shafts result is an interference fit between the hub and the shaft.
Tightening axial screws to draw up opposing tapered rings
Tapered shafts have the advantage that the interference between develops the required interference.
the hub and the shaft can be accomplished by advancing the hub on
the shaft (the amount of advance is commonly called “take-up” or
“draw-up”). For light interference fits (.0005 in/in or less) the hub
can be drawn up with the shaft nut. For heavier interference fits the
hub should either be heated or hydraulic methods should be used.
Removal of the hub is usually easier on tapered shafts than on
straight shafts with comparable fits.
The most common tapers used in the U.S. are 0.5 and 0.75 in/ft
on diameter. These shallow tapers are usually self-locking. This
means that the friction forces resisting hub axial movement will
hold the coupling in place after installation. It also means that the
force required to push the hub onto the shaft is sufficient to yield
the threads on the shaft end and nut. Hence application of heat and
hydraulic methods. Figure 8. Intermediate Bushings (A).
Applications using tapered bores require more attention than
those using straight shafts because it is easier to machine two
cylindrical surfaces that match than two tapered surfaces. Straight
shafts and bores can be measured and their imperfections easily
determined. On the other hand measurement of tapered shafts and
bores is very difficult. For general purpose applications the shaft is
machined or ground followed by the coupling hub. The shaft is then
blued and the hub fit. The bluing transfers to the hub bore where
contact is made. Historically the imperfections of special purpose
shafts and coupling hub bores are determined by comparison with Figure 9. Intermediate Bushings (B).
standard ring and plug gauges during manufacture and then
confirmed with the job coupling hub and shaft.
The blue check should indicate a minimum of 50 to 80 percent
contact. Most commonly users and manufacturers specify
minimum contact of 70 percent, but these standards are by no
means universal. The minimum contact issue is clouded by the fact
that the blue check itself has some variability. This is due at least
in part to the skill level of the craftsman performing the check. The
more blue applied to the shaft the higher the apparent contact. If
too little is applied the fit looks bad. This makes for lively
conversation toward the end of equipment overhauls when a plant
is down.
If less than the required contact is achieved, lapping the bore can
increase the contact. If lapping is attempted it should be performed
with lapping plugs or rings made from the master ring and plug
gauge. If the master ring and/or plug gauge are used they are no Figure 10. Locking Ring.
 COUPLING INTERFACE CONNECTION 131

Although installation varies with bushing design, the net result h = Height of spline tooth
is an interference fit between the hub and the shaft. Tightening  = Pressure angle
axial screws to draw up opposing tapered rings develops the t = Hub wall thickness
required interference. The devices are not universally accepted. For Do = Diameter at root of shaft tooth
example API 610 (1995) has remained silent on their use Di = Inside diameter (ID) of shaft
throughout the Eighth Edition. This is because controversy exists tc = PD/2n
for among other reasons the ability of the so installed hub to retain Y = 1.5 for 30 degree pressure angle splines
balance. For small general purpose equipment they have clear
advantages. Why Not Splines
One of the most power dense and accurate locating interfaces is
Splines
the spline. Splines are used on aircraft engines (Figure 12). The
A spline (Figure 11 ) is an interface connection consisting of couplings that connect to these engines usually have tight fitted
integral keys and keyways equally spaced around a bore. In splines, usually side fitted (just a little clearance) with tight fitted
general, the teeth have a pressure angle of less than 45 degrees. If front and back pilots. Usually these splines have a slight
the pressure angle is over 45 degrees it is usually called a serration interference. Therefore the hubs or matting parts are slightly heated
rather than a spline. (maybe only 100°F over ambient). Remove these hubs with a
puller. In some applications where they must come off and on
frequently, the pilots and the splines are coated (phosphate).

Figure 12. Helicopter Drive Coupling.

Figure 11. Spline Dimension.
Today many gas turbines are derivatives of aircraft engines.
Stresses for Splines Figure 12 shows a transmission system for a helicopter. All the
couplings in the train are connected to the equipment by splines.
(Note that stresses assume that 100 percent of the teeth carry the These turbines are the basis for many industrial gas turbines and
load.) many have many spline connections internal to the engines and
often the drive shafts have splines. Many have a rigid flange that is
Compressive stress: connected to this shaft. To remove the flange may require removal
2T of the coupling, so many believe the flange is integral to the engine
sc = (15) shaft. Below is a picture of one of these turbines (Figure 13) and
nPDLh
the coupling (Figure 14) used with it.
Shear stress:
2T
ss = (16)
PDLntc
Bending stress:
2T
sb = (17)
( PD) 2
LY
Bursting stress (hub):
T  tan 
st =   (18)
PDL  t 
Shaft shear stress (shaft):
16TDo
ss =
(D4
o − Di4 ) (19) Figure 13. Gas Turbine.
where:
Tn = Torque Flange Connections
n = Number of teeth Most large horsepower equipment has integral flanges (Figure
PD = Pitch diameter 15). These types of connections rely heavily on the proper designs
L = Effective face width, inch and tightening of the bolts.
132 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

supplies information as to how to heat the hub and to what

temperature. For steel hubs, 160°F is required for every 0.001
inch of interference per inch of hub diameter (0.001 in/in). For
example, a steel hub with a 4 inch bore with an interference of
0.003 or 0.00075/0.001  160°F = 120°F. Therefore, if the shaft
temperature is 80°F, the hub temperature must be 200°F. This
does not account for human factors such as cooling due to
handling time, errors in measurements, and so on. As a general
Figure 14. Splined Coupling for Gas Turbine. rule, add 50 to 75°F to the calculated expansion temperatures to
account for these factors. The hub should be heated in an oil bath
Couplings resist misalignment, and the resulting “forces and or an oven; a torch or open flame should not be used. Use of a
moment” put a strain on the equipment and connecting fasteners. torch or open flame could cause localized distortion or softening
If the fasteners are loose, they are subjected to alternating forces of the hub material. It could also cause an explosion in some
and may fail through fatigue. atmospheres. Oil bath heating is usually limited to approx-
imately 350°F, or under the flash point of the oil used. Special
handling devices are required: tongs, threaded rods placed in
taped holes in the hub, and so on. Oven heating and induction
heaters offer some advantages over oil. Parts can be heated to
higher temperatures (usually not exceeding 600°F) and the parts
can be handled with heat-resistant gloves. In any event, care
must be exercised when handling heated hubs to avoid injury to
personnel.
Prior to installing the hub it is important to verify that clearance
exists over the top of keys; otherwise, when the hub cools, it will
rest on the key and produce high stresses in the hub that could
cause it to fail.
Taper Installation

Figure 15. Bolted Flange Connection. • Light interference (under 0.0005 in/in)—When the interference
is less than 0.0005 in/in, the hub can usually be advanced without
heating. Although heating the hub is the most common method, the
INSTALLATION
hub can usually be advanced by tightening the retaining nut or
Straight Shafts plate on the shaft. It is also common practice when light
interference is used with a combination of keys and a retaining nut
Clearance Fits or plate to use a light grease or antisieze compound between the
This type of installation is relatively simple. hub, shaft, and threads on the shaft and nut. This should help
facilitate installation and future removal and help prevent shaft
1. Rotate the shaft to bring the keyway up. Install the key(s) in the and/or bore galling.
shaft keyway(s). Measurements should be taken to assure the
key(s) are not worn or excessively loose. Limits can be found in • Medium interference (usually 0.0005 to 0.0015 in/in)—When
ANSI/AGMA 9002-A86 (1986) (refer to the later section on key the interference is over 0.0005 in/in, the force required to advance
fits). the hub could become too large for manual assembly. When this
occurs, the hub normally is heat mounted. Heating hubs for
2. Coat the shaft and key with a thin layer of antiseize compound. mounting is the most common method. Regardless of the method
3. Make sure that any part that will not slide over the coupling hub, used, the amount of draw-up must be measured.
such as seals, carriers, and covers, is placed back on the shaft. On
gear couplings, assure the sleeves are in place. • Heavy interference (usually over 0.0015 in/in)—When the
interference is over 0.0015 in/in, hubs are heat mounted and
4. Measure the shaft and hub bore to assure the fit is within removed with heat and pullers.
specification. If the fit is too small installation may be difficult. If Note: Special hubs and equipment can be designed that allows
the fit is too large (loose) the coupling hub will be excessively keyed tapered hubs to be mounted and dismounted hydraulically.
eccentric to the shaft axis and the resultant unbalance may cause The following is a typical procedure that is used to mount
excessive vibration. tapered hubs. Note that some companies do not use O-rings and
5. Check to assure that there is clearance between the keys at the backup rings in the hubs. They rely on the uniform expansion of
sides of the coupling keyway and on top of the key (refer to the the hub as they apply the pressure in the center of the hub to
later section on key fits). maintain enough pressure to dismount. These hubs are heat
mounted.
6. Push the hub onto the shaft until the face of the hub is flush with
the ends of the shaft. (Note that some coupling hubs are not 1. Conduct a blue check between the hub and shaft.
mounted flush. Check specific instructions.) 2. Determine the required amount of advance (take-up or draw-up).
7. Lock the hub in position (usually with setscrews). Make sure 3. Place the coupling on the shaft and prepare the take-up
that setscrews have a locking feature such as a Nyloc insert, or use measurement or take-up stop device. Three commonly used
locking compound. Some hubs use bolts, nuts, or other means to methods are:
secure the hub in place. Check specific instructions.
• Fit a split ring on the shaft with a gap equal to the take-up
Interference Fits between the ring and the hub.
This type of installation is the same as that for the straight • Fit a bar with a threaded stop bolt across the face of the hub
shaft, with the exception that the hubs must be heated before and adjust the stop bolt so that the take-up exists between the end
they slide onto the shaft. The coupling manufacturer usually of the bolt and the shaft end.
 COUPLING INTERFACE CONNECTION 133

6. Install O-rings and backup rings. The oil is pumped between the
• Mount a dial indicator on the shaft and zero it to a reference hub and shaft through a shallow circular groove machined either in
surface on the hub.
the hub or in the shaft. Install the O-rings toward this groove, the
4. Verify that clearance exists over the top of keys; otherwise, when backup rings away from this groove. Do not twist either the O-
the hub cools, it will rest on the key and produce high stresses in rings or the backup rings while installing. After they are installed,
the hub that could cause it to fail. look again! The O-rings must be between the backup rings and the
5. Heat the hub and push it up to the stop or until the dial indicator oil groove! Spread a little bit of thin oil on the rubber surfaces.
shows the specified take-up. 7. Mount “other” components. Read the coupling installation
procedure again. Must other components (such as a sleeve) be
Hydraulic Shafts mounted on the shaft before hub? Now is the time to do it.
1. Check for proper contact. After the shaft and hub bore are 8. Mount the hub on the shaft. Avoid pinching the O-rings during
thoroughly cleaned, spread a thin layer of mechanics blue on the mounting. The O-rings will prevent the hub from advancing to the
shaft and push the hub snugly. A very slight rotation of the hub is “start” position. This is okay.
permitted after it was pushed all the way. Remove the hub and
check the bore for blue color. At least 80 percent of the bore should 9. Mount the installation tool. Wet the threads with thin oil, and
have contact. rotate the tool until it butts against the shaft shoulder. The last few
turns will require the use of a spanner wrench.
2. Improve the contact. If less than 80 percent contact is found, the
shaft and hub should be independently lapped using a ring and plug 10. Connect the hydraulic lines. Connect the installation tool to the
tool set. low-pressure oil pump (5000 psi minimum). Connect the high-
pressure oil pump (40,000 psi minimum) to the hole provided
3. Clean the lapped surfaces. Remove all traces of lapping either in the center of the shaft or on the outside diameter of the
compound using a solvent and lint-free towels. Immediately hub, depending on design. Loosen the pipe plug of the installation
afterward, spread thin oil on the shaft and hub bore to prevent tool and pump all the air out; retighten the plug. Both pumps must
rusting. Recheck the hub to shaft contact. be equipped with pressure gauges (Figure 17).
4. Determine zero clearance (start) position. Without O-rings in
the shaft or hub, push the hub snugly on the shaft. This is the
“start” position. With a depth gauge, measure the amount the hub
overhangs the shaft end and record this value.
5. Prepare for measuring the hub draw (advance). The hub must be
advanced on the shaft exactly the amount specified. Too little
advance could result in the hub spinning loose; too much advance
could result in the hub splitting at or shortly after installation. As
the overhang cannot be measured during installation, other means
to measure the advance must be found. The best way is to install a
split collar on the shaft, away from the hub by the amount of the
specified advance. Use feeler gauges for accurate spacing (Figure
16).

Figure 17. Hydraulic System for Hub Installation.

11. Advance the hub to the start position, through pumping the
low-pressure oil pump. Continue pumping until the hub advances
.005 to .010 inches beyond the start position.
12. Expand the hub. Pump the high-pressure pump until 15,000 to
17,000 psi. As the pressure increases, the hub will tend to move off
the shaft. Prevent this movement by occasionally increasing the
pressure at the installation tool.
13. Check for oil leaks. The hub should not be advanced on the
shaft if leaks exist! The pressure at the high-pressure oil pump will
drop rapidly at first because the air in the system escapes past the
O-rings. Continue pumping until pressure stabilizes. A pressure
loss of no more than 1000 psi per minute is acceptable. If the
pressure drops faster than that, remove the hub and replace the O-
rings. However, before removing the hub make sure that the leaks
Figure 16. Means to Measure Hub Advance. do not occur at the hydraulic connections.
134 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

14. Advance the hub. Increase the pressure at the installation tool Couplings resist misalignment, and the resulting “forces and
and the hub will advance on the shaft. If all the previous steps were moment” put a strain on the equipment and connecting fasteners.
observed, the pressure at the high-pressure gauge will gradually If the fasteners are loose, they are subjected to alternating forces
increase as the hub advances. If the pressure does not increase, and may fail through fatigue.
then stop. Remove the hub and check O-rings. If the pressure
increases, keep advancing the hub until it touches the split collar or • A bolt that is not properly tightened can become loose after a
short period of coupling operation.
until the specified advance is reached. Do not allow the pressure to
exceed 30,000 psi. If it does, open the pump’s valve slowly and • If the pretorque is less than recommended, the bolt stretch is not
release some oil. If in doing this the pressure drops below 25,000 correct and the bolt may not stay tight.
psi, pump the high-pressure pump to 25,000 psi, and continue the
hub advance. • Few bolts work only in tension. Most coupling bolts also work
in shear, which is caused by the torque transmission. Usually, only
15. Seat the hub. Very slowly release all the pressure at the high- some of the torque is transmitted through bolt shear; part of the
pressure pump. Do not work on that hub for 1/2 hour, or 1 hour in load is transmitted through the friction between the flanges.
cold weather. After that, release all the pressure at the installation Depending on the coupling design, as much as 100 percent of the
tool and remove it from the shaft. torque can be transmitted through friction. If the bolts are not
tightened properly, there is less clamping force, less friction, and
16. Verify the advance. Measure and then record the new overhang
more of the torque is transmitted through shear.
of the hub over the shaft. Subtract from the overhang measured in
the start position and the result must be the specified advance. • Because of the combined shear and tensile stresses in bolts, rec-
17. Secure the hub. Remove the split collar from the shaft and ommendations for bolt tightening vary from coupling to coupling.
install the retaining nut, but do not overtighten. Secure the nut with Coupling manufacturers usually calculate bolt stresses and their
the setscrews provided. tightening recommendations should always be followed. If recom-
mendations are not available, it is strongly suggested that a value
Straight Shafts with Intermediate Bushings/Locking Rings be obtained from the coupling manufacturer rather than by
guessing. Find out what the specific coupling requires.
Intermediate bushings come in two basic configurations:
internal or external. Although installation varies with bushing Bolts should be tightened to the recommended specification in
design the net result is interference fit between the hub and the at least three steps. First, all bolts should be tightened to one half
shaft. Tightening axial screws to draw up opposing tapered rings to three-fourths of the final value in a crisscross fashion. Next, they
develops the required interference. Generally to assemble: should be tightened to specifications. Finally, the first bolt
tightened to the final value should be checked again after all the
1. Insert the bushing into the hub without tightening the screws or bolts are tightened. If more tightening is required, all the bolts
bolts; should be rechecked. Also, the higher the strength of the bolt, the
2. Then slide the hub and bushing onto the shaft. Since the bushing more steps that should be taken:
is tapered,
• Grade 2: two or three steps
3. Tighten the screws or the shaft.
• Grade 5: three or four steps
4. Once the hub is at the correct position, the screws should be
tightened gradually in a crisscross pattern to the specific torque.
• Grade 8: four to six or more steps
Bolts are tightened on a coupling similar to the way in which lugs If an original bolt is lost, a commercial bolt that looks similar to
are tightened on the wheel of an automobile. the other coupling bolts should not be substituted. It is best to call
the coupling manufacturer for another bolt, or they may suggest an
To facilitate the installation and the tightening of the bushing, all alternative. On special purpose couplings the manufacturer will
parts, including the bolts or the setscrews, should be oiled. Grease also have a specification for maximum variation of nut and bolt
should not be used, as grease might prevent the proper tightening weight. Even if the bolt is otherwise identical in may be
of the bushing. Refer to the specific instructions for further recom- sufficiently different in weight to cause the machine to vibrate
mendations and the correct torquing value. Tapered bushings have unacceptably. There are cases where the loss of a single nut or bolt
two advantages over straight shafts: requires the entire set to be replaced.
• They slide easily onto the shaft, but once drawn up they provide If room permits, always tighten the nut, not the bolt. This is
for an interference fit. The interference is usually not sufficient to because part of the tightening torque is needed to overcome friction.
transmit full operating torque but the bushings incorporate integral The longer the bolt, the more important it is to tighten the nut rather
keys or have keyways. than the bolt. As there is additional friction when turning the bolt,
more of the effort goes into friction than into stretching the bolt.
• They also come in standard ODs, but have various standard Some couplings use lockwashers; others use locknuts. Whereas
bores for each size. One can stock a few hubs bored for a tapered a nut-lockwasher combination can usually be used many times, a
bushing but can use it on a variety of bores. It is usually an locknut loses some of its locking properties every time it is
economical way to set up stock for a large plant. removed from the bolt. If not instructed otherwise, it is best to
There are two main disadvantages of tapered bushings: replace hex locknuts after five or six installations. Some couplings
use aircraft type bolts with either hex lock nuts or 12 point nuts. In
• They increase the total cost of the coupling. this case, the hex locknuts should be replaced after five or six times
• They can cause hub failures if they are improperly installed and the 12 point locknuts should be replaced after 10 to 15 times
(overtightened). (usually when they lose their locking features).

Bolt Tightening (Flange Connections) ROUGH AND SEMIFINISHED BORES

Most instruction sheets provided with couplings give Most coupling manufacturers will supply couplings with rough
information on bolt tightening. Unfortunately, these instructions or semifinished bores. This is usually done with a spare coupling
are not always followed: many mechanics tighten the bolts by feel. so that as its equipment shafts are remachined, the spare coupling
There are many important reasons why bolts should be properly can be properly fitted. This type of coupling also helps to reduce
tightened. inventory requirements.
 COUPLING INTERFACE CONNECTION 135

It is important that the users properly bore and key these

couplings; otherwise, the interface torque-transmission capabilities
can be reduced or the coupling balance (or unbalance) can be
upset. Recommendations should be obtained from the specific
coupling manufacturer. As a general guide for straight bores, the
hub must be placed in a lathe so that it is perpendicular and
concentric to its controlling diameters. On rigid hubs the pilot and
face are usually the controlling diameter and surface that should be
used to bore (Figure 18(A)). On flex hubs (gear and chain) the gear
major diameter (OD) and hub face act as the controlling diameter
and surface. Note that some manufacturers use the hub barrel as the
controlling diameter (Figure 18(B)). Some coupling manufacturers
supply semifinished bore couplings. In this case, the finished bore
should be machined using the semifinished bore as the controlling
diameter. Indicate the bore-in, for concentricity and straightness.

Figure 19. Eccentric Hub Bore.

Figure 20. Skewed Hub Bore.

ANSI/AGMA 9002-A86 (1986). Particular attention should be

given to the following:
• Keyway offset (the centerline of the keyways must not intersect
with the centerline of bore, Figure 21)
Figure 18. Boring of Rough Bored Hubs. • Keyway parallelism (Figure 22)
There are three types of errors that can occur when hubs are
• Keyway lead (Figure 23)
bored: • Keyway width and height (Figure 24)
• The bore diameter is incorrect. Too much interference will cause
installation problems and may damage the hub or shaft while too
much clearance can produce unbalance forces that may be
unacceptable to the system.
• The bore is eccentric, but parallel to the hub axis. This can
produce unbalance forces that may be unacceptable to the system
(Figure 19).
• The bore is at an angle to the OD of the hub. In this case the
misalignment capacity of the coupling is reduced (Figure 20). Figure 21. Keyway Lead.
KEY-FIT The fitting of keys is important to assure the proper capacity of
Most couplings must have one or two keyways cut in the hub. the interface and the AGMA standards on keyways and keys. As a
These should be cut according to the tolerances listed in general rule, three fits must be checked:
136 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

Figure 22. Keyway Parallelism.

Figure 23. Keyway Offset.

Figure 25. Key Fit.

Many times maintenance people believe that the key should be

tight in all directions (no clearance over the top of the keyway).
Also sometimes the key is damaged during removal and a new key
must be made. So someone goes and gets some square bar and
machines a key, forgetting that keyways in couplings have radii in
the corners to reduce stress. Therefore one ends up with the sharp
corner of the key cutting into the radii of the keyway.
Figure 26 shows an application where, during assembly, a piece
of the key sheared and wedged under the keyway in the shaft. This
Figure 24. Keyway Width and Height. produced a very high stress riser in the shaft, which eventually
failed completely. The coupling hub with the broken shaft broke
• The key should fit tightly in the shaft keyways. loose from the compressor, went through the coupling guard, and
• The key should have a sliding fit (but not be too loose) in the hub flew off the platform. It hit the ground and rolled into a
keyway. maintenance person, breaking his ankle.
• The key should have a clearance fit radial with the hub keyway
at the top of the key (Figure 25(A)).
The key should have chamfered corners so that it fits without
riding on the keyway radii (Figure 25(B)). A sloppily fitted key can
cause the keys to roll or shear when loaded. The results of a sloppy
key fit are shown in Figure 25(C). The forces generated by torque
are at distance S, and this moment tends to roll the key and can
cause very high loading at the key edges. On the other hand, too
tight a fit will make assembly very difficult and increase the
residual stresses, which could cause premature failure of the hub
and/or shaft.
A key in the keyway that is too high could cause the hub to split
(Figure 25(D)). When there is too much clearance at the top or
sides of a key, a path is provided for lubricant to squeeze out. For Figure 26. Broken Shaft.
lubricated couplings, clearances between keys can be sealed to
prevent loss of lubricant and thus starvation of the coupling. Figure 27 shows a coupling where the hub and sleeve have
been broken. Here the key was fitted loose in all directions. It
Take Your Choice—A Broken Shaft or a Broken Coupling rolled over, causing the corners to produce high stress that
Improper fitting of keys can end up causing a serious failure. cracked the hub, which then caused unequal loading on the gear
Many times during major repairs of equipment (maybe every five to teeth, and eventually broke the coupling sleeve. Here no damage
eight years), maintenance people are required to pull off the to the equipment occurred. The split hub and sleeve created
coupling hub. The removing is usually not a problem. The enough unbalance to cause high enough vibration to trip an alarm
reassembly is often a problem. Since mounting on these keyed hubs and the equipment was shut down. Coupling and key were
is not often done, the proper procedure is usually not followed. replaced.
 COUPLING INTERFACE CONNECTION 137

Figure 27. Broken Coupling.

SHRINK FIT EFFECT ON PILOTS

When a coupling hub is pressed on a shaft (shrink fitted), the Figure 28. Hub Puller.
bore expands to fit the larger shaft. Not only does the bore grow but
so does any diameter directly over the bore. Therefore if the
coupling has piloting fits that are directly over the shaft, they too
will grow.
DB
G= ×i (20)
DH
where:
G = Growth of pilot, inch
DB = Bore diameter, inch
DH = Pilot OD, inch
i = Amount of shrink, inch
Compensation for this growth must be accounted for. Outside
rabbets can grow so that the assembly becomes difficult or
impossible. Inside rabbets may loosen.

REMOVING THE HUBS FROM THE SHAFTS

General
Most installed hubs need some force to be removed. The hubs Figure 29. Incorrect Position of Puller.
can be removed by applying a continuous force or through impact.
Hammering will always damage the coupling, which would be all must be applied to the hub. It is important to use a low-temperature
right only if the coupling is to be replaced. However, hammering is flame (not a welding torch) and to apply the heat uniformly around
not recommended because it can damage the bearings and seals in the hub (localized temperature should not exceed 600°F for most
the equipment and even bend shafts. Interestingly API 610 (1995) steel). Heat does not have the same effect in this case as it has at
added the requirement that hubs be made of steel when the fit installation, when only the hub is heated. At removal the hub on the
requirement was tightened. This was specifically because many shaft and the heat will also expand the shaft. The secret is to heat
mechanics remove or axial position hubs with hammers. This is an only the outside diameter of the hub, shielding the shaft from the
extremely poor maintenance practice and can be an “invisible” part heat. If possible, the shaft should be wrapped with wet rags. The
of poor equipment reliability. (Are slip fits the lesser of two evils?) heat should be applied while the pulling force is being applied.
The first thing to do before removing the hub is to remove the Caution: If heat has been applied to remove the hub, hardness
locking means, such as tapered keys, setscrews, intermediate checks should be made at various sections before using the hub
bushings, on the shaft or nut. Make sure that all retaining rings, again, to assure that softening of the material has not occurred. If
bolts, setscrews, and so on, are loosened. there is any doubt, the coupling should be replaced. Rubber
The most common way to remove the hubs is by using the puller components should be removed during heating. If not removed,
holes (Figure 28). If the hubs have no puller holes when received, they will have to be replaced if they come into contact with
two holes can be drilled and tapped before the hub is installed on excessive heat.
the shaft. It is best to buy them equal to one-half the hub wall The force required to remove a hub is a function of its size (bore
thickness to ensure proper sizing. To facilitate removal, use oil to and length) and of the interference used at installation. For very
lubricate the threads and use penetrating oil between the hub and large couplings, pressure can be used in two ways for hub removal.
the shaft. For straight shafts use a spacer between the shaft end and The first is to use a portable hydraulic ram such as the puller press
the flat bar, as force has to be applied for as long as the hub slides shown in Figure 28. The force that can be applied is limited only
on the shaft. If there are no puller holes, a “wheel puller” can be by the strength of all the threads and rods. There are many cases
used; however, care should be taken not to damage the coupling. where nothing helps to remove the hub; then the hub has to be cut.
Figure 29 illustrates how not to pull on a gear coupling. Pulling on This is usually cheaper than replacing the shaft. The place to cut is
the sleeves of a coupling could damage it. The proper usage of a above the key, as shown in Figure 30. The cut should be made with
puller on a gear coupling is pulling from the back of the hub. a saw, but a skilled welder could also flame-cut the hub, taking
If the hub does not move even when maximum force is applied, precaution that the flame does not touch the shaft. After the cut is
apply a blow with a soft-face hammer. If nothing happens, heat made, a chisel is hammered in the cut, spreading the hub and
138 PROCEEDINGS OF THE 30TH TURBOMACHINERY SYMPOSIUM

relieving its grip on the shaft. If the hub is too thick, it can be does, close the valve and pump more oil at the high-pressure pump.
machined down to a thin ring, then split. Continue the process until the valve at the low-pressure pump is
If keyed hubs are to be removed often, they can be designed so completely open and the pressure is zero.
they can be removed hydraulically. A groove is machined in the 7. Remove the hub. Release the high pressure and back off the
middle of the hub bore, in such a way that the ends of the groove installation tool until only two or three threads are still engaged.
do not enter the keyway. A hole(s) is drilled to connect this Pump the high-pressure pump and the hub will slide off the shaft.
groove(s) to an outside oil fitting(s). Oil is pumped into the hub and When the hub contacts the installation tool, release all the pressure
with the aid of a hydraulic puller the hub can be removed. and remove the tool. The hub should now come off the shaft by
hand. Do not remove the installation tool unless the pressure is
zero.
8. Inspect O-rings. Reusing even slightly damaged rings invites
trouble. The safest procedure is to always use new seals and
discard the old ones.

Intermediate Bushings
To loosen intermediate bushings, remove the bolts (usually more
than two) and insert them in the alternate holes provided, making
sure to lubricate the threads and the bolt (or setscrews) points.
When tightened, the bolts will push the bushing out of the hub and
relieve the grip on the shaft. The bushing does not have to be
moved more than 1/4 inch. If the bushing is still tight on the shaft,
Figure 30. Hub Removal. insert a wedge in the bushing’s slot and spread it open. Squirting
penetrating oil in the slot will also help in sliding the hub-bushing
Dismounting of Hydraulically Fitted Hubs assembly off the shaft. Do not spread the bushing open without the
hub on it, as this will result in the bushing breaking or yielding at
In current practice, when a hydraulically fitted hub is removed, or near the keyway.
it comes off the shaft with sudden movement. Lead washers or
other damping means are used to absorb the energy of the moving SUMMARY
hub.
The dismounting method requires the use of the same tools used There are many ways to connect couplings to equipment. These
when mounting the hub. The following procedure is typical: interface connections are many times overlooked. If they are not
carefully considered in the design of equipment one may
1. Remove the shaft nut. experience many problems. Some may occur during installation,
2. Mount the installation tool. Wet the shaft threads with thin oil operation, or when disassembling equipment. All these aspects
and rotate the tool until it butts against the shaft shoulder. There need to be considered in the type of connection one ultimately
should be a gap between the tool and the hub equal to or larger than selects.
the amount of advance when the hub was installed (check the
records). If the gap is less than required, the wrong installation tool
REFERENCES
is being used. ANSI/AGMA 9002-A86, 1986 (R1994), “Bores and Keyways for
Flexible Couplings (Inch Series),” American National
3. Connect the hydraulic lines. Connect the installation tool to the
Standards Institute, Washington, D.C./American Gear
low-pressure oil pump (5000 psi minimum). Connect the high-
Manufacturers Association, Alexandria, Virginia.
pressure oil pump (40,000 psi minimum) to the hole provided
either in the center of the shaft or on the outside diameter of the ANSI/AGMA 9003-A91, 1991 (R1999), “Flexible Couplings—
hub, depending on the design. Loosen the pipe plug of the Keyless Fits,” American National Standards Institute,
installation tool and pump all air out; retighten the plug. Both Washington, D.C./American Gear Manufacturers Association,
pumps must be equipped with pressure gauges. Alexandria, Virginia.
4. Activate the installation tool. Pump oil into the installation tool. API Standard 610, 1995, “Centrifugal Pumps for Petroleum,
The piston will advance until it contacts the hub. Continue Heavy Duty Chemical and Gas Industry Services,” Eighth
pumping until the pressure is between 100 to 200 psi. Check for Edition, American Petroleum Institute, Washington, D.C.
leaks. API Standard 617, 1995, “Centrifugal Compressors for Petroleum,
5. Expand the hub. Pump oil between the hub and the shaft by Chemical, and Gas Service Industries,” Sixth Edition,
using the high-pressure pump. While pumping watch both pressure American Petroleum Institute, Washington, D.C.
gauges. When the high-pressure gauge reads about 20,000 psi the API Standard 671, 1998, “Special Purpose Couplings for
pressure at the low-pressure gauge should start increasing rapidly. Petroleum, Chemical, and Gas Industry Services,” Third
This pressure increase is caused by the force that the hub exerts on Edition, American Petroleum Institute, Washington, D.C.
the installation tool, and is an indication that the hub is free to
move. Continue to pump until the pressure reaches 25,000 psi. In BIBLIOGRAPHY
case the low pressure at the installation tool does not increase even
if the high pressure reaches 30,000 psi, wait for about 1/2 hour while Calistrat, M., “Flexible Coupling Installation,” A Kop-Flex Paper.
maintaining the pressure. It takes time for the oil to penetrate in the Calistrat, M. M., 1980, “Hydraulically Fitted Hubs, Theory and
very narrow space between the hub and the shaft. Do not exceed Practice,” Proceedings of the Ninth Turbomachinery
30,000 psi. Symposium, Turbomachinery Laboratory, Texas A&M
6. Allow the hub to move. Very slowly open the valve at the low- University, College Station, Texas, pp. 1-10.
pressure pump. The oil from the installation tool will flow into the Mancuso, J., 1999, Coupling and Joints: Design, Selection, and
pump and allow the hub to move. The pressure at the high-pressure Application, Second Edition, New York, New York: Marcel
gauge will also drop. Do not allow it to fall below 5000 psi. If it Dekker.