Gear Type flexible coupling

1. The gear couplings consists of a forged sleeve with internal

teeth cut on its inside. The forged sleeves are normally two
halves possessing internal gears in both of them. In certain
cases the forged sleeve tends to remain a single piece.
2. Two hubs with external teeth containing the same number
of teeth as in the internal gear is present with each one
being mounted on the driven and driver shaft respectively.
 The tooth profile of the external teeth is normally crowned
in order to take up more loads.
3. The entire assembly in normally enclosed and is provided
with gaskets at the joints and O-rings at vantage points in
order to prevent the leakage of the lubricant filled inside
the coupling,
4. Lubrication plugs are provided at vantage points in order
to lubricate the couplings during predetermined intervals
of time.

The below drawing and description from one of the US navy ship
FLEXIBLE COUPLINGS.-Flexible couplings provide longitudinal and radial flexibility between
the input shaft and the pinion. This permits each shaft to be adjusted axially and radially to
its proper position without imposing excessive forces.

In most installations the flexible couplings are of the gear type. Power is transmitted
through a floating intermediate member with external teeth that mesh with the internal
teeth of the shaft rings (sleeve) mounted on the driving and driven shafts.
Figure 7-6 illustrates the design of the gear type flexible couplings that connect the main
turbines to the high speed pinions of the main reduction gear. The couplings also allow for
expansion of the turbine shafts, and take care of any slight misalignment between the main
turbines and the reduction gears.

The design of the flexible couplings, which connect the first reduction gears and the second
reduction pinion, is shown in figure 7-7. In these couplings, a quill shaft on high torsional
flexibility is used, as the floating member, to obtain equal distribution of the load among the
several elements of the gear train. The quill shaft runs inside the hollow bore of the
intermediate speed gear and slow speed pinion. Figure 7-7 illustrates how flexibility is
obtained between the first reduction gear and the second reduction pinion.

A flexible coupling is installed in the shaft between the cruising turbine reduction gear and
the high pressure turbine. Figure 7-8 shows a flexible coupling such as is used on destroyers.
In this coupling, the floating member is the two sleeves which are bolted together; the
internal teeth of the sleeves mesh with the external teeth of the hubs mounted on the
shaft.

Steady streams of oil from the supply passages of adjacent bearings are directed into the
coupling when the reduction gears operate. The oil is caught by projecting lips of the turbine
and pinion flanges (see fig. 7-6). Centrifugal action forces oil through the horizontal holes in
the flanges to the coupling teeth. Oil is discharged from the teeth into coupling guards and
then flows into the oil drain system.

In order to ensure a flooded oil condition in the area of the coupling teeth a “snap in” type
of oil dam and retaining ring is provided in most couplings. Referring to figure 7-6 this dam
would be placed in the shaft rings at the end of the teeth at the oil outlet. This dam provides
for oil flooded coupling teeth, but it also acts as a collecting point for dirt, provided the
speed of the shaft is high enough to act as a centrifuge. Dirt is centrifuged out of the oil and
collects behind the dam. Frequent disassembly and cleaning is required to prevent this dirt
from limiting the free action of the coupling. The couplings between the first reduction
gears and second reduction pinions run at much slower speed; consequently, the dirt is
flushed out rather than deposited. Frequent cleaning, therefore, is required between the
turbine and the gear but not between the first reduction gears and the second reduction
pinions.