Mechanical Drives 2 Lap 6

MECHANICAL
LEARNING
DRIVES 2 ACTIVITY
PACKET
Couplings
TM
B503-XC
LEARNING ACTIVITY PACKET 6
COUPLINGS
INTRODUCTION
In this LAP, you will continue to apply the shaft alignment skills you learned in the
previous LAP to three new types of couplings which comprise a group called flexible
metal couplings. These couplings are the types which are used to couple shafts for heavy
duty applications which can include high power, high speed, high shock loads, or
corrosive environments .
In the final segments of this LAP you will learn how to select, maintain, and
troubleshoot all couplings covered in this LAP and earlier ones.
ITEMS NEEDED
Needed
Amatrol Supplied
950-ME1 Mechanical Drives 1 Learning System
Items
95-ME2 Mechanical Drives 2 Learning System
Amatrol or School Supplied

Assorted Hand Tools
FIRST EDITION, LAP 6, REV. C

Amatrol, AMNET, CIMSOFT, MCL, MINI-CIM, IST, ITC, VEST, and Technovate are trademarks or registered
trademarks of Amatrol, Inc. All other brand and product names are trademarks or registered trademarks of their
respective companies.
Copyright © 2006, 2005 by AMATROL, INC.
All rights Reserved. No part of this publication may be reproduced, translated, or transmitted in any form or by any
means, electronic, optical, mechanical, or magnetic, including but not limited to photographing, photocopying,
recording or any information storage and retrieval system, without written permission of the copyright owner.
Amatrol,Inc., P.O. Box 2697, Jeffersonville, IN 47131 USA, Ph 812-288-8285, FAX 812-283-1584 www.amatrol.com
B503-XC LAP 6 COUPLINGS

Copyright  2006 Amatrol, Inc. 2
TABLE OF CONTENTS
SEGMENT 1 CHAIN COUPLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

OBJECTIVE 1 List five types of flexible metal couplings and give an advantage of each
OBJECTIVE 2 Describe the operation of a chain coupling
SKILL 1 Install and align a chain coupling
SEGMENT 2 GRID AND GEAR COUPLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

OBJECTIVE 3 Describe the operation of a grid coupling
SKILL 2 Install and align a grid coupling that uses bushings
OBJECTIVE 4 Describe the operation of a gear coupling
SKILL 3 Install and align a gear coupling
SEGMENT 3 COUPLING SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

OBJECTIVE 5 Describe how couplings are specified
SKILL 4 Identify the size and type of a coupling given a sample
OBJECTIVE 6 Describe how to select a coupling for an application
SKILL 5 Select a coupling for a given application
SEGMENT 4 COUPLING MAINTENANCE AND TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . 92

OBJECTIVE 7 Describe three preventive maintenance steps for couplings
OBJECTIVE 8 Describe how to troubleshoot a coupling system
SKILL 6 Troubleshoot a coupling system

SEGMENT 1
CHAIN COUPLINGS
OBJECTIVE 1 LIST FIVE TYPES OF FLEXIBLE METAL COUPLINGS

AND GIVE AN ADVANTAGE OF EACH
his
dT You have already learned about elastomeric couplings. They form
Rea
one category of flexible couplings. The other category of flexible

couplings is metal couplings. These types of couplings, except for one
case, use a metal element which is designed to allow one or more types
of shaft misalignment. There are five types of metal couplings
commonly used.
Each of these couplings is described as follows:
• Grid Coupling - The grid coupling uses a metal grid which is
inserted into grooves in the two coupling halves. It is a low cost
metal coupling, which is torsionally soft, allowing it to accept
shock loads and dampen vibration.
Figure 1. Grid Coupling

• Chain Coupling - The chain coupling uses a double strand roller
chain to connect the two hubs. It and the grid coupling are the two
lowest cost metal couplings. It is more torsionally stiff than the
grid coupling.
Figure 2. Chain Coupling
• Gear Coupling - The gear coupling uses hubs with external gear
teeth which are coupled together by an internally geared sleeve.
This coupling is more expensive than either the grid or the chain
coupling but it is available in much larger power sizes. Grid
couplings have better balance for high speed operation and are
torsionally rigid.
Figure 3. Gear Coupling

• Disc Coupling - The metal disc coupling uses a stack of thin metal
discs as a connecting element between the two coupling halves. It
is the most expensive of the metal couplings but it can handle even
higher loads and speeds than the gear coupling. It is torsionally
very rigid but has angular flexibility. Another advantage of a disc
coupling over the other couplings discussed so far is it does not
require lubrication.
CENTER
RING
HUB
HUB
DISK PACK
Figure 4. Disc Coupling

• Bellows Coupling - This flexible metal coupling uses a one-piece
design which has a formed metal accordian-like shape in its center.
Bellows couplings are used for smaller power applications where
angular flexibility is needed but it is important to have no torsional
flexibility. An example would be a machine tool which uses a
motor to position an axis. Like the disc coupling, this coupling
does not need lubrication.
Figure 5. Bellows Coupling

OBJECTIVE 2 DESCRIBE THE OPERATION OF A CHAIN COUPLING
his
dT The chain coupling is a type of flexible coupling which uses a
Rea
double strand chain to connect its two hubs, as shown in figure 6. Each
hub is designed with a sprocket around which the chain is wrapped and
can be attached using either a finished bore with a key or a bushing.

The type of chain used in a chain coupling can be either roller chain,
silent chain, or Delrin chain, as shown in figure 7. Roller chain and silent
chain require lubrication. The delrin chain does not because it is plastic.
The delrin chain coupling is the only metal coupling that is not all metal.
Figure 7. Types of Chains Used in a Chain Coupling
If grease is used, chain couplings must be used with a cover which

wraps around the coupling, as shown in figure 8. This cover also serves
as a guard to keep the operator or anything else from getting caught in it.
Figure 8. Chain Coupling Cover

One feature that all chain couplings have is the chain can be quickly
replaced without disturbing the alignment.
The delrin coupling does not use lubrication and therefore does not
need a cover. This makes it a good choice if low cost is most important.
However, it has a lower power limit than a metal chain coupling.
The silent chain coupling has many of the same features of a
standard roller chain coupling, except that it runs more quietly and can
be operated at higher speeds.
Chain couplings are used for everyday applications which require the
high torque capability of a metal coupling. They are lower in cost than
either gear, disc, and grid couplings if you do not use a cover. If a cover
is used, the grid coupling is slightly less expensive. While manufacturers
recommend covers, users only purchase them about 1/3 of the time.
The chain coupling is best suited for applications which have
medium-to-high power (10-900 Hp), moderate speed (up to 5000 RPM),
steady loading (no shock loads), and high starting loads.
Another name for chain couplings that use a double roller chain is a
DRC coupling.
Chain Coupling Alignment

Chain couplings can be aligned using any of the three alignment
methods you have learned. The straight edge method does require some
modification, however, because the sprocket teeth do not provide a
smooth surface on which to place the straight edge, as shown in figure 9.
The tops of the teeth are not precise and the bottom lands are not wide
enough to allow a feeler gage leaf to be inserted. This means that the
parallel alignments cannot be made.
STRAIGHT EDGE
CURVED SURFACE
Figure 9. Problem of Parallel Alignment Measurement with Chain

Coupling

The solution is to perform the parallel alignments using the shafts
instead of the coupling. This can be done by sliding the coupling hubs
back on the shafts and placing the straight edge on the shafts, as shown
in figure 10.
STRAIGHT EDGE
3 2 1 DRIVEN HUB
MOTOR SHAFT
Figure 10. Measurement of Parallel Alignment with a Chain Coupling
The angular alignments, both vertical and horizontal, can be made in

the normal manner by inserting a feeler gage between the coupling hubs.
The rim and face method and the reverse indicator method are easily
performed on the chain coupling in the manner you have learned.

SKILL 1 INSTALL AND ALIGN A CHAIN COUPLING
Procedure Overview
In this procedure, you will install and align the chain
coupling to the Constant Speed Motor and a shaft. As part
of this procedure, you will use all three alignment methods.
This ❑ 1. Perform the following safety checkout to prepare for working with
Do
power transmission equipment. Make sure that you are able to

answer yes to each item before proceeding.
YES/NO SAFETY CHECKOUT
Wearing safety glasses
Wearing loose fitting clothes
Ties, watches, rings, and other jewelry are removed
Long hair is tied up or put in a cap or under shirt
Wearing heavy duty shoes
Wearing short sleeves or long sleeves are rolled up
Power is off to machines in work area
Floor is not wet
❑ 2. Perform a lockout/tagout on the Motor Control Unit’s safety

switch.
❑ 3. Perform the following substeps to mount and level the Constant
Speed Motor.
A. Locate the Constant Speed Motor and place it on the work
surface.
B. Select four Constant Speed Motor Risers from Shaft Panel 1.
C. Make sure that the motor base, risers, and mounting area of the
work surface shown in figure 11 are free of dirt, rust, and burrs.

D. Position the Constant Speed Motor over the set of holes on the
950-ME work surface, as shown in figure 11.
The outlines of the other components to be mounted are also
shown.
CHAIN
COUPLING
Figure 11. Measurement of Parallel Alignment with a Chain Coupling
E. Place one Constant Speed Motor Riser under each of the motor
feet.
F. Locate four bolts with the specifications 5/16-18UNC-2A x
1-1/2 Hex Head, along with compatible flat washers, lock
washers, and nuts.
G. Fasten the motor and risers to the work surface by assembling
bolts, washers, and nuts.
Use a criss-cross pattern to tighten the bolts.
H. Check the shaft for run-out. Record below the amount of
run-out.
Run-out: _____________________________________(in/mm)
The run-out should be less than 0.002 inches.
I. Check for motor shaft end float.
End Float ____________________________________(in/mm)
It should be less than 0.002 inches.

J. Check the level of the motor shaft. Shim the motor feet as
needed.
Feeler Gage Leaf Thickness______________________(in/mm)
Effective Level Length _________________________(in/mm)
Mounting Bolt Distance_________________________(in/mm)
Shim Ratio _________________________________________
Shim Thickness _______________________________(in/mm)
❑ 4. Perform the following substeps to mount and level the shaft and
bearing assembly.
A. Select four Bearing Standoffs from Shaft Panel 1.
B. Make sure that the standoffs, pillow block mounting surface,
and mounting area of the work surfaces, shown in figure 11, are
free of dirt, rust and burrs.
C. Place the four standoffs on the 950-ME work surface.
D. Remove two pillow block bearings from Shaft Panel 1.
E. Place the pillow block bearings on the standoffs.
F. Locate four bolts with the specifications of 3/8-16UNC-2A x
4-1/2 Hex Head, along with the compatible flat washers, lock
washers, and nuts.
G. Fasten the pillow block bearings and the standoffs to the work
surface by assembling the bolts, washers, and nuts.
Hand tighten only.
H. Select a 12-inch long shaft from Shaft Panel 1.
I. Slide the shaft through the two pillow block bearings. Position
it as shown in figure 11.
J. Tighten the set screws on each bearing collar to lock the collar
and prevent it from turning.
K. Tighten the pillow block bearing mounting bolts.
L. Turn the shaft by hand to make sure it turns freely.
If not, loosen the bolts and adjust the positions of the bearings.
M. Check the driven shaft for run-out.
Run-out: _____________________________________(in/mm)
The shaft should have no more than 0.002 inches run-out.
N. Level the driven shaft. Shim the bearing standoffs as needed.
Place the shims between the work surface and the standoffs.
Feeler Gage Leaf Thickness______________________(in/mm)
Effective Level Length _________________________(in/mm)
Mounting Bolt Distance_________________________(in/mm)
Shim Ratio _________________________________________

❑ 5. Make sure that the stationary machine is higher than the MTBM.
❑ 6. Obtain the chain coupling and its cover assembly, as shown in
figure 12, from Coupling Panel 1.
This coupling consists of two coupling hubs, one short length of
double roller chain, and a master link. The cover consists of 2
pieces and 2 seals.
❑ 7. Perform the following substeps to partially mount the coupling

cover.
A. Make sure the shafts are clean and free of burrs.
B. Slide one seal onto the each shaft, as shown in figure 13.
Figure 13. Mounting of Cover Seals

❑ 8. Perform the following substeps to mount the chain coupling.
A. Check the keyseats on the coupling hubs and the shafts to make
sure their hub bores have no dirt or burrs.
If so, clean with a wire brush.
B. Obtain two 3/16 square x 1-inch keys
C. Test the keys fit by sliding the keys into the keyseats of the
coupling hubs and the shafts.
They should slide in snugly without forcing and have no play.
D. Insert the keys into the shafts keyseats and line them up flush
with the end of each shaft.
E. Make sure the set screws on the two coupling hubs do not
extend into the bore. If they do, back them out with a hex key
wrench.
F. Slide one coupling hub onto each shaft, being careful to line up
the key and the keyseat as you do.
The hubs should slide on by hand with no forcing.
G. Line up the hubs flush with the ends of their shafts, as shown in
figure 14.
H. Loosen the motor mounting bolts and move the motor so that
the gap is 0.125 inches.
Figure 14. Coupling Hub Installation
I. Tighten the motor’s mounting bolts.

J. Loosen the driver hub’s set screw and move it forward on the
shaft so that the gap between the coupling hubs is
approximately 0.010 inches. Use a feeler gage to measure this.
This is a temporary gap which has been made very close so that
you can use a feeler gage to measure the angular alignment.
After the couplings are aligned, you will reposition the hub to
the correct gap.
K. Tighten the set screw on each shaft’s hub to lock them into
place.
❑ 9. Perform the following substeps to adjust the vertical angular
alignment of the coupling using the straight edge and feeler gage
method.
A. Place a mark across the two hubs in a place.
B. Rotate the shafts so that the marks are at 0 degrees.
C. Use a feeler gage to measure the gap dimension, G, at 0
degrees.
G0 __________________________________________(in/mm)
D. Rotate the chalk marks to 180 degrees and measure the gap
again.
G180 _________________________________________(in/mm)
FEELER GAGE
Figure 15. Measurement of Vertical Angular Misalignment

E. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= G0- G180
Vertical Angular Misalignment= __________________(in/mm)

The manufacturers recommended allowance for angular
alignment, either vertical or horizontal, is 0.005 inch.
Regardless of your actual measurement, proceed to the next
substep to improve it to 0.005 inch or better.
F. Measure the diameter shown in figure 16 and the motor mount
distance.
Coupling diameter _____________________________(in/mm)
Motor Mount Distance__________________________(in/mm)
Figure 16. Coupling Diameter
G. Calculate the shim ratio.

Shim Ratio = Motor Mount Distance/ Coupling diameter
Shim Ratio= ________________________________________

H. Calculate the shim thickness needed.
Shim Thickness = Misalignment x Shim Ratio

I. Loosen the motor mounting bolts and shim the two motor feet
necessary to correct the angular misalignment.
J. Tighten the motor feet and recheck the angular alignment.
Change the shims as needed to bring the alignment to within
0.005 inch or better.

❑ 10. Perform the following substeps to adjust the vertical parallel
alignment of the coupling.
A. Loosen the set screws on both coupling hubs and slide the hubs
back away from the ends of the shafts, as shown in figure 17.
This will allow you to use the shafts to measure the parallel
misalignment.
B. Place a straight edge across the tops of the two shafts, as shown
in figure 17. Hold it firmly on the higher shaft.
STRAIGHT EDGE
3 2 1 DRIVEN HUB
MOTOR SHAFT
Figure 17. Measurement of Vertical Parallel Misalignment
C. Use a feeler gage to measure the gap between the straight edge
and the lower shaft.
Vertical Parallel Misalignment(0) _________________(in/mm)
D. Rotate the marks to 180 degrees and recheck the parallel
misalignment at the bottom of the shaft.
Vertical Parallel Misalignment(180) _______________(in/mm)
If the two parallel misalignment measurements are different,
calculate the average of the two and use this average as the
parallel misalignment.
The manufacturer’s recommended allowance for parallel
misalignment, vertical or horizontal, is 0.005 inch or less.
Proceed to next substep to bring the alignment to within this
amount or better.
E. Loosen the motor feet and shim the four motor feet equally by
the amount of parallel misalignment you measured.
F. Tighten the motor feet.
G. Recheck the vertical parallel misalignment.
The parallel misalignment should be less than 0.005 inch. If
not, reshim the motor feet as needed.

H. Move the coupling hubs back to their original positions, within
approximately 0.010 inches.
I. Tighten the hub’s set screws.
J. Recheck the vertical angular alignment.
The angular misalignment should be less than 0.005 inch. If
not, reshim as needed.
❑ 11. Perform the following substeps to adjust the horizontal angular
alignment.
A. Rotate the marks to the 90 degree position.
B. Use a feeler gage to measure the gap.
G90 _________________________________________(in/mm)
C. Rotate the marks to the 270 degree position and measure the
gap again.
G270 _________________________________________(in/mm)
D. Calculate the horizontal angular misalignment
Horizontal Angular Misalignment = G90 - G270
Horizontal Angular Misalignment _________________(in/mm)

Go to substep E to either bring the alignment within the
manufacturer’s tolerance 0.005 inch or better.
E. Loosen the motor mounting bolts and adjust the position of the
motor so that the gaps at 90 and 270 degrees are the same or
within 0.005 inch of each other.
F. Tighten the mounting bolts.
❑ 12. Perform the following substeps to adjust the horizontal parallel
misalignment.
A. Loosen the set screws on both coupling hubs and slide the hubs
back away from the ends of the shafts again.
B. Place a straight edge across the two shafts at the 90 degree
position. Hold it firmly on the higher shaft.
C. Use a feeler gage to measure the amount of offset between the
two couplings.
Horizontal Parallel Misalignment(90) ______________(in/mm)
D. Check the offset at 270 degrees.
Horizontal Parallel Misalignment(270) _____________(in/mm)
Proceed to substep E to bring the misalignment within
tolerance 0.005 inch or better.
E. Loosen the motor feet and carefully bump or move the motor to
the side to correct the offset.
Try not to lose the angular alignment and gap as you do this.
F. Recheck the horizontal angular alignment and offset. Adjust the
motor position until they are within tolerance.

G. Tighten the motor feet.
H. Recheck the vertical and horizontal angular alignment.
Readjust if needed.
I. Loosen the set screw on the motor’s coupling hub and slide the
hub towards the other hub so that there is a 0.010 inch gap.
Then lightly tighten it.
J. Recheck the vertical and horizontal alignment.
Readjust if needed.
In the next group of steps, you will repeat the alignment of the
chain coupling, except you will use the rim and face method.
You will find this method much easier to use because the
coupling hubs do not need to be removed in order to check the
❑ 13. Obtain the dial indicator, its adjustable arm assembly, and the
inspection mirror from the Storage Unit.
❑ 14. Perform the following substeps to set up the dial indicator to
measure the face of the coupling hub.
A. Attach the dial indicator to the motor shaft by clamping its
adjustable arm to the shaft.
B. Position the marks at 0 degrees.
C. Adjust the position of the arm so that the indicator probe is
touching a smooth place on the back face of the driven
coupling at the 0 degrees position, and is oriented
perpendicular to the face, as shown in figure 18.
0
01 09
02 08
03 07
04 06
05
BACK FACE
Figure 18. Position of Dial Indicator for the Face Measurement
D. Adjust the indicator position so that the probe reads

approximately in its mid-range.

alignment of the chain coupling using the dial indicator.
A. With the marks still at 0 degrees, record the indicator reading.
Face0 ________________________________________(in/mm)
B. Rotate both the coupling and the indicator so that the marks
and indicator are at 180 degrees. Measure the indicator reading
again.
Face180 ______________________________________(in/mm)
C. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= Face0- Face180

D. Measure the diameter across the back face of the coupling
where the indicator touches the face.
Coupling hub diameter__________________________(in/mm)
E. Measure the motor mounting bolt distance.
Motor mounting bolt distance ____________________(in/mm)
F. Calculate the shim ratio.
Shim Ratio = Motor Mount Distance/ Face diameter
Shim Ratio= ________________________________________

G. Calculate the shim thickness needed.
Shim thickness ________________________________(in/mm)

H. Loosen the motor mounting bolts and shim the two motor feet
I. Tighten the motor feet and recheck the angular alignment.
0.005 inch or better. This means that the difference between the
two indicator readings should be within 0.005 inch of each
other.

alignment of the coupling using the dial indicator.
A. Rotate the coupling and indicator so that the marks and
indicator probe are at 0 degrees again.
B. Reposition the indicator so that its probe reads the hubs rim at
the 0 degree position, as shown in figure 19. Make sure to
position the probe so that it is precisely on top and not to the
side. Also, position the indicator so that its probe is in the
middle of its range.
Rim0 ________________________________________(in/mm)
0
90 10
80 20
70 30
60 40
50
RIM
DRIVEN HUB
DRIVER HUB
Figure 19. Position of Probe for Measurement of Vertical Parallel

Misalignment
C. Rotate both the coupling and the indicator so that the marks
again.
Rim180 ______________________________________(in/mm)
D. Calculate the Total Indicator Reading(TIR).
TIR= Rim0- Rim180
TIR=________________________________________(in/mm)
E. Calculate the vertical parallel misalignment.
Vertical Parallel Misalignment(Run-out) = 0.5 x TIR
Vertical Parallel Misalignment= __________________(in/mm)

F. Loosen the motor feet and shim the four motor feet equally by
the amount of parallel misalignment you measured in substep
E.

H. Recheck the parallel misalignment.
The parallel misalignment should be less than 0.005 inch and
the angular misalignment less than 0.005 inch. If not, shim the
motor feet as needed.
alignment using the dial indicator.
A. Reposition the dial indicator so that it reads the face of the
coupling again, as shown in figure 18. Adjust the probe
position so that the indicator reads in its mid-range.
B. Rotate the coupling and indicator so that the marks and
indicator probe are in the 90 degree position. Record the
reading.
Face90 _______________________________________(in/mm)
C. Rotate the coupling and indicator so that the chalk marks and
indicator are both at 270 degree position and are at 270
degrees.
Face270 ______________________________________(in/mm)
The difference between the two measurements in substeps B
and C is the horizontal angular misalignment. Go to substep D
to either bring the alignment within the tolerance 0.005 inch or
better.
D. Loosen the motor mounting bolts and adjust the position of the
motor.
E. Recheck the alignment by taking readings at the 90 and 270
degree positions again. Adjust the motor position until the
readings are within 0.005 inch of each other.
misalignment.
B. Reposition the indicator so that its probe reads the hub’s rim at
the 90 degree position. Make sure to position the probe
precisely at 90 degrees and not to the side. Also, position the
indicator so that its probe is in the middle of its range.
Rim90 _______________________________________(in/mm)
again.
Rim180 _______________________________________(in/mm)
TIR= Rim0- Rim180
TIR=________________________________________(in/mm)

E. Calculate the horizontal parallel misalignment.
This is one half the TIR.
Horizontal Parallel Misalignment =________________(in/mm)

Proceed to the next substep to improve the alignment.
F. Loosen the motor feet and carefully bump or move the motor to
Try not to lose the angular alignment as you do this.
G. Recheck the horizontal parallel alignment and then the
horizontal angular alignment.
Adjust the motor position until the alignments are within 0.005
inch or better. This means that the difference between each two
indicator readings should be within 0.005 inch of each other.
H. Tighten the motor feet.
❑ 19. Repeat the alignment measurements you made in the last 4 steps to
make sure that they are all still in tolerance. If any are not, repeat
the procedure. Make sure the gap is approximately 0.125 inch.
❑ 20. Perform the following substeps to complete the assembly of the
chain coupling except for the cover.
A. Wrap the chain around the sprockets of the coupling hubs, as
shown in figure 20.
Figure 20. Attachment of Chain to Coupling

B. Locate the chain’s two master links and attach the ends of both
strands of the chain with these master links. In the next group
of steps, you will perform the alignment of the coupling using
the reverse indicator. This method is usually done with the
coupling assembled.
❑ 21. Obtain the other dial indicator and its adjustable arm assembly.
❑ 22. Perform the following substeps to mount the dial indicators.
A. Attach the dial indicator to each shaft, as shown in figure 21.
0
90 10
INDICATOR 1
80 20
70 30
60 40
50
0°
DRIVEN SHAFT
DRIVER SHAFT
50
40 60
30 70
INDICATOR 2 20
10 90
80
180°
0
Figure 21. Dial Indicators Attached to Shafts
B. Adjust the position of the indicator arm which is attached to the

motor shaft so that its indicator probe is touching a smooth
place on the driver shaft’s coupling hub at the 0 degrees
position. Orient the indicator so that it is perpendicular to the
face, as shown in figure 21.
C. Adjust the position of the indicator arm which is attached to the
driven shaft so that its indicator probe is touching a smooth
place on the driven shaft’s coupling hub at the 180 degrees
position. Orient the indicator so that it is perpendicular to the
face, as shown in figure 21.
D. Adjust each indicator’s position so that its probe reads
❑ 23. Perform the following substeps to centralize the shafts.
A. Rotate the coupling so that Indicator 2 is at 90 degrees. Record
the reading.
Indicator 290 __________________________________(in/mm)
B. Rotate the coupling so that indicator 2 is at 270 degrees.
Record the reading.
Indicator 2270 _________________________________(in/mm)

C. If the difference between the two readings is more than 0.005
inch, loosen the mounting bolts and correct it.
D. Tighten the mounting bolts and recheck the horizontal parallel
misalignment.
❑ 24. Perform the following substeps to measure the vertical
misalignment.
A. Rotate the coupling so that Indicator 1 is at 0 degrees and
Indicator 2 is at 180 degrees. Record the indicator readings.
Indicator 10 ___________________________________(in/mm)
Indicator 2180 _________________________________(in/mm)

B. Rotate the coupling so that Indicator 1 is at 180 degrees and
Indicator 1180 _________________________________(in/mm)
Indicator 20 ___________________________________(in/mm)
C. Calculate the TIR for each pair of indicator readings. If you get
a minus sign as you do this, keep it.
Vertical TIR1= Indicator 10 - Indicator 1180 Vertical TIR2 =
Indicator 20 - Indicator 2180
Vertical TIR1 = _______________________________(in/mm)

D. Calculate the run-out for each indicator.
Run-out=0.5 x TIR
Vertical Run-out1 = ____________________________(in/mm)

❑ 25. Measure the distances of Indicator 2 and the motor mounting feet
from Indicator 1, as shown in figure 22. Measure to the centers of
the mounting bolts.
Length 1-2 ___________________________________(in/mm)
Length 1-3 ___________________________________(in/mm)
Length 1-4 ___________________________________(in/mm)
0
90 10
80 20
70
60
50
40
30
INDICATOR 1
INDICATOR 2
50
40 60
30 70
20 80
10 90
0
LENGTH 1-3 LENGTH 1-2

LENGTH 1-4
4 3
BACK FRONT
FEET FEET
Figure 22. Measurement of Indicator and Mounting Distances
❑ 26. Perform the following substeps to create a graph of your readings.

A. Draw a horizontal line across the middle of a piece of graph
paper.
B. Mark Point 1 on this line on the far right hand side.
C. Determine a scale for the horizontal line and plot the distances
to Points 2,3, and 4 from Point 1.
D. Determine a scale for the vertical lines with zero being at the
horizontal line.
E. Draw a vertical line at Point 1 whose length as measured along
your vertical scale is equal to the run-out for Indicator 1. If
your run-out is a minus, plot it above the horizontal. If it is a
plus, plot it below the horizontal.
F. Draw a vertical line at Point 2 whose length is equal to the
run-out for Indicator 2. Remember to plot it above the line if it
is a minus and below the line if it is a plus.
G. Draw a line which goes through the end points of the vertical
lines you just drew and extends across the paper.

H. Use your vertical scale to determine the lengths in actual units
of the vertical lines at Points 3 and 4.
This represents the amount you have to shim the motor feet to
correct both the vertical angular and vertical parallel
misalignment. If the lines at points are above the horizontal
lines, this represents the amount of shims that need to be added
to the motor feet.
Front Feet Shims(Length 3) ______________________(in/mm)
Back Feet Shims(Length 4) ______________________(in/mm)

The run-out at each indicator should be less than 0.005 inch. If
it is not, repeat this step to recalculate the shims and add them.
❑ 27. Perform the following substeps to measure the horizontal
misalignment.
Indicator 190 __________________________________(in/mm)
Indicator 2270 _________________________________(in/mm)

Indicator 1270 _________________________________(in/mm)
Indicator 290 __________________________________(in/mm)

Horizontal TIR1 = Indicator 190 - Indicator 1270
Horizontal TIR1= _____________________________(in/mm)

Run-out=0.5 x TIR
Horizontal Run-out1= __________________________(in/mm)
Horizontal Run-out2 = __________________________(in/mm)

E. Loosen the motor mounting bolts and move the motor so that
the run-out at each indicator is within 0.005 inch.

F. Tighten the motor feet and recheck the horizontal alignment.
Adjust the motor position as needed to bring the run-out to
within the tolerance after the mounting bolts have been
tightened.
the procedure.
❑ 29. Perform the following substeps to assemble the coupling cover.
A. Move the seals into position so that they will fit into the
grooves on the cover when it is assembled over the coupling, as
shown in figure 23. Use the coupling cover as a guide to
determine how far to move the seals.
Figure 23. Positioning of Seals and Covers for Assembly

B. Place the covers over the coupling, adjusting the seals position
so that they fit into the grooves inside the cover halves.
Be sure to orient the covers so that the grease fittings are
located at opposing ends, as shown in figure 24.
C. Bolt the covers together using the bolts provided with the
cover.
❑ 30. Place the guard over your setup.
NOTE
ning
ar Do not operate the mechanical drive system without the guard
W
in place. Also, do not attempt to open or bypass the guard at any

time during operation. Performing any of these actions will create
a hazardous situation.
❑ 31. Remove the lockout/tagout and start the motor.

❑ 32. Turn the adjustment knob on top of the prony brake to increase the
load to 24 in-ounces.
Observe the operation of the coupling. You should observe that it
operates smoothly.
❑ 33. Turn off the motor and allow it to coast to a stop.
❑ 34. Perform a lockout/tagout and remove the guard.
❑ 35. Perform the following substeps to disassemble the coupling only.
In the next skill, you will use this same setup with a different
coupling.
A. Unbolt the cover.
B. Remove the gaskets.
C. Disconnect the master link and remove the chain.
D. Loosen the motor’s mounting bolts and pull the shaft back.
E. Loosen the two hub’s set screws and remove the hubs.
F. Slide the seals off the shafts.
G. Store the coupling components.

SEGMENT 1
SELF REVIEW
r This
we
Ans
1. Chain, grid, gear, bellows, and disc couplings are all
examples of __________________ couplings.
2. The chain coupling uses a ____________________ chain

two connect its two hubs.
3. The chain coupling can use either a roller chain, silent chain,
or a ___________chain.
4. A _______________ must be used on chain couplings when

a lubricant must be applied.
5. ___________________ alignments of a chain coupling can

not be made using a straight edge.

SEGMENT 2
GRID AND GEAR COUPLINGS
OBJECTIVE 3 DESCRIBE THE OPERATION OF A GRID COUPLING
his
dT The grid coupling is another type of flexible metal coupling that is
Rea
made for high torque applications. It consists of two hubs with axial slots
connected by a spring steel grid which fits into the slots, as shown in
figure 24. Notice that each slot is wider at the edge near its face than at
its hub. This allows room for the grid to flex when a load shock occurs.
Grid coupling hubs can be attached using either a finished bore with
a key or a bushing.

The grid coupling requires grease lubrication and must be used with
a cover to contain the grease, as shown in figure 25. Unlike the chain
coupling, the cover of a grid coupling also serves as a means to retain the
grid. For this reason, under no circumstances should a grid coupling be
used without a cover.
Figure 25. Grid Coupling Cover with Seals
The grid coupling is the lowest in cost of the types of flexible

couplings that have high torque capability, which include gear, chain,
and disc couplings. Another advantage of the grid coupling is that it is
torsionally soft, making a better coupling for applications with high
shock loads or vibration. Examples of grid coupling applications include:
conveyors that start and stop suddenly, pulverizers, and chippers.

SKILL 2 INSTALL AND ALIGN A GRID COUPLING
THAT USES BUSHINGS
Procedure Overview
In this procedure, you will install and align the grid
of this procedure, you will use all three alignment methods
and lubricate the coupling. The particular style of grid
coupling supplied with the Amatrol trainer has a taper lock
bushing so that you can learn how to install couplings that
use bushings.
Do

Floor is not wet
❑ 2. Perform a lockout/tagout on the Motor Control Unit’s safety

switch.

❑ 3. If your motor and shaft/bearing assembly are still set up from the
last skill as shown in figure 26, proceed directly to step 4. If not,
mount and level the Constant Speed motor and the shaft/bearing
assembly. Make sure the shaft/bearing assembly is slightly higher
than the motor shaft. Then proceed to step 4.
Figure 26. Grid Initial Setup
❑ 4. Obtain the grid coupling, as shown in figure 27, from Coupling

Panel 1.
It consists of two coupling hubs, seals, and a 2-piece cover with
gaskets. Each hub should also have a taper lock bushing.

❑ 5. Perform the following substeps to mount the grid coupling using
taper lock bushings.
Almost any coupling is available with either bushings or a finished
bore mount. The grid coupling in this trainer was chosen to have a
bushing to give you experience in mounting any coupling that has
a bushing.
A. Clean the shaft’s keyseat and the bushing’s keyseat with a wire
brush to make sure no dirt, paint, or burrs are in the keyseats.
File away any burrs if necessary. Clean off any grease as well.
B. Slide one of the seals onto each shaft, as shown in figure 28.
Normally, this coupling would be lubricated with grease. If so,
you would apply grease to these seals before placing them on
the shaft. In this case, you will use Teflon spray instead of
grease.
C. Select two 3/16 square x 1-inch keys from your key stock.
D. Slide one key into the bushing’s inner keyseat.
It should slide in without forcing it and have no play.
E. Remove the key from the bushing and insert it into the motor
shaft keyseat.
It should also slide in without forcing it.
F. Line up the key so that it is flush with the end of the motor
shaft.
G. Locate the set screws that will be used to mount the hub on the
bushing.
H. Place the bushing into the coupling hub and align the threaded
bushing holes with the non-threaded coupling hub holes.
I. Insert the set screws into the holes where the bushing is
non-threaded and the hub is threaded.
J. Tighten the set screws just enough to engage the threads.
K. Slide the bushing/hub assembly onto the motor shaft.
L. Adjust the position of the hub so that it is flush with its shaft.
M. Tighten the set screws to lock the hub in place.

N. Repeat substeps D-M to mount the driven shaft’s coupling hub/
bushing assembly in a similar manner.
Figure 28. Mounting of the Grid Coupling
O. Position the motor so that the coupling gap is approximately

0.125 inch. Use a rule to measure the gap.
P. Tighten the motors mounting bolts.
method.
In this step, you will use a different method of measuring the gap.
Instead of moving one hub forward temporarily, you will use a
spacer bar and feeler gage to measure the precise gap. This spacer
is simply a piece of metal that is about 0.125 inch thick.
A. Place a mark across the two hubs.
C. Locate the precision spacer bar from the Storage Unit. It is
tagged with its name. It measures approximately 0.125 inch
thick. Use a micrometer to measure the exact thickness of the
bar.
Spacer Bar Thickness___________________________(in/mm)

D. Use the precision spacer bar and feeler gage to measure the gap
dimension, G, at 0 degrees, as shown in figure 29. The gap is
equal to the spacer bar thickness plus the feeler gage thickness.
G0 __________________________________________(in/mm)
0.125 in. SPACING BAR FEELER GAGE
MOTOR SHAFT DRIVEN SHAFT
GAP
Figure 29. Measurement of Gap with Spacer Bar and Feeler Gage
E. Rotate the chalk marks to 180 degrees and measure the gap
again.
G180 _________________________________________(in/mm)
F. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= G0- G180

The manufacturers’ recommended allowance for angular
alignment, either vertical or horizontal, is 0.005 inch.
Regardless of your actual measurement, proceed to the next
substep to improve it to 0.005 inch or better.
G. Measure the coupling diameter and the motor mount distance.

H. Calculate the shim ratio.
Shim Ratio = Motor Mount Distance/Coupling diameter
Shim Ratio= ________________________________________

I. Calculate the shim thickness needed.

J. Loosen the motor mounting bolts and shim the two motor feet
K. Tighten the motor feet and recheck the angular alignment.
Change the shims as needed to bring the alignment within the
tolerance or better.
A. Place a straight edge across the tops of the two coupling hubs.
Hold it firmly on the higher hub.
Make sure the straight edge rests flat on the tops of the
coupling teeth.
C. Use a feeler gage to measure the gap between the straight edge
and the lower hub.
D. Rotate the marks to 180 degrees and recheck the parallel
misalignment at the bottom of the hub.
Proceed to next substep to bring the alignment to within this
amount or better.
E. Loosen the motor feet and shim the four motor feet equally by
G. Recheck the vertical parallel misalignment.
The parallel misalignment should be less than 0.005 inches. If
not, shim the motor feet as needed.
H. Recheck the vertical angular alignment. The angular
misalignment should be less than 0.005 inch. If not, shim as
needed.

alignment.
B. Use the spacer bar and feeler gage to measure the gap.
G90 _________________________________________(in/mm)
gap again.
G270 ________________________________________(in/mm)
D. Calculate the horizontal angular misalignment.

The manufacturer states that the allowable angular
misalignment is less than 0.005 inch.
Go to substep E to either bring the alignment within the
manufacturer’s tolerance or better.
misalignment.
A. Place a straight edge across the two shafts at the 90 degree
B. Use a feeler gage to measure the amount of offset between the
two couplings.
C. Check the offset at 270 degrees.
Proceed to substep D to bring the misalignment within a
tolerance of 0.005 inch or better.
D. Loosen the motor feet and carefully bump or move the motor to
E. Recheck the horizontal angular alignment and offset. Adjust the
the procedure.
In the next group of steps, you will repeat the alignment of the grid
coupling, except you will use the rim and face method.

measure the back face of the coupling hub.
touching a point on the back face of the driven coupling at the
0 degrees position, and is oriented perpendicular to the face, as
shown in figure 30.
0
01 09
02 08
03 07
04 06
05
MOTOR
BACK FACE
Figure 30. Position of Dial Indicator for Face Measurement

Face0 _______________________________________(in/mm)
This
tic
e
NOTE
No
You can tape the two coupling hubs together temporarily to

make it easy to keep the hubs together as you rotate them.

again.
Face180 ______________________________________(in/mm)

D. Measure the diameter across the face of the coupling where the
indicator touches the face.
Shim Ratio= ________________________________________



the 0 degree position, as shown in figure 31. Position the
0
90 10
80 20
70 30
60
50
40
RIM
DRIVEN HUB
DRIVER HUB
Figure 31. Position of Indicator for Rim Measurement
C. Measure the indicator reading at 0 degrees.

Rim0 ________________________________________(in/mm)
D. Rotate both the coupling and the indicator so that the marks
again.
Rim180 _______________________________________(in/mm)
E. Calculate the Total Indicator Reading(TIR).
TIR= Rim0- Rim180
TIR=________________________________________(in/mm)
F. Calculate the vertical parallel misalignment.

G. Loosen the motor feet and shim the four motor feet equally by
F.

I. Recheck the parallel misalignment.
The parallel misalignment should be less than 0.005 inch and
the angular misalignment less than 0.005 inch. If not, shim the
motor feet as needed.
A. Reposition the dial indicator so that it reads the back face of the
coupling again. Adjust the probe position so that the indicator
reads in its mid-range.
reading.
Face90 _______________________________________(in/mm)
indicator are both at 270 degree position and at 270 degrees.
Face270 ______________________________________(in/mm)
and C is the horizontal angular misalignment. It should be less
than 0.005 inch. Go to substep D to either bring the alignment
within this tolerance or better.
motor.
readings are within 0.005 inch of each other.
misalignment.
the 90 degree position. Position the indicator so that its probe is
in the middle of its range.
Rim90 _______________________________________(in/mm)
again.
Rim180 _______________________________________(in/mm)
TIR= Rim0- Rim180
TIR=________________________________________(in/mm)

Try not to lose the angular alignment as you do this.
inch or better. Make sure that the gap is approximately 0.125
inch.
the procedure.
grid coupling except for its cover.
The cover will be added after the reverse indicator alignment is
done.
A. Spray Teflon lubricant into the grooves of the two coupling
hubs.
Normally, you would use grease instead of Teflon. If you were
using grease, you would pack the recommended grease
between the hubs and in the grooves between the teeth.
B. Spread the grid apart slightly so that it will pass around the
coupling.

C. Fit the grid around the coupling and then fit it into the grooves
on the coupling, as shown in figure 32.
Figure 32. End of Grid Inserted into Coupling Groove
Figure 33. Grid Assembled around Coupling

D. Then fit the grid rungs into the grooves, one at a time until the
grid is completely seated into the grooves. Use a soft mallet, if
necessary.
If you were using grease, you would pack the grease around the
grid and wipe off any excess so that it is flush with the top of
the grid.
In the next group of steps, you will perform the alignment of
the coupling using the reverse indicator. This method is usually
done with the coupling assembled.
❑ 20. Mount the dial indicators to the shafts, as shown in figure 34.
0
90 10
80 20
70 30
60 40
50
DRIVEN SHAFT
DRIVER SHAFT
50
40 60
30 70
20 80
10 90
0
Figure 34. Dial Indicators Attached to Shafts for Reverse Indicator

Alignment
❑ 21. Perform the following substeps to centralize the shafts.

A. Rotate the coupling so that Indicator 2 is at 90 degrees. Record
the reading.
Indicator 290 __________________________________(in/mm)
B. Rotate the coupling so that Indicator 2 is at 270 degrees.
Record the reading.
Indicator 2270 _________________________________(in/mm)
inches, loosen the mounting bolts and correct it.
misalignment.

misalignment.
Indicator 10 ___________________________________(in/mm)
Indicator 2180 _________________________________(in/mm)

Indicator 1180 _________________________________(in/mm)
Indicator 20 ___________________________________(in/mm)
Vertical TIR1= Indicator 10 - Indicator 1180
Vertical TIR2 = Indicator 20 - Indicator 2180
Vertical TIR1= ________________________________(in/mm)
Vertical TIR2= ________________________________(in/mm)

Run-out=0.5 x TIR
Vertical Run-out1= ____________________________(in/mm)

from Indicator 1, as shown in figure 35. Measure to the centers of
the mounting bolts.
Length 1-2 ___________________________________(in/mm)
Length 1-3 ___________________________________(in/mm)
Length 1-4 ___________________________________(in/mm)
0
90 10
80 20
70
60
50
40
30
INDICATOR 1
INDICATOR 2
50
40 60
30 70
20 80
10 90
0
LENGTH 1-3 LENGTH 1-2

LENGTH 1-4
4 3
BACK FRONT
FEET FEET
Figure 35. Measurement of Distances
❑ 24. Create a graph of your readings to determine the amount to shim

the motor feet.
The height of the lines at Points 3 and 4 represent the amount you
have to shim the motor feet to correct both the vertical angular and
vertical parallel misalignment. If the lines at points are above the
horizontal line, this represents the amount of shims that need to be
added to the motor feet.
Front Feet Shims(Length 3) ________________________(in/mm)
Back Feet Shims(Length 4) _________________________(in/mm)
❑ 25. Loosen the motor mounting bolts and shim the two motor feet
❑ 26. Tighten the motor feet and recheck the angular alignment.
The run-out at each indicator should be less than 0.005 inch. If it is
not, repeat this step to recalculate the shims and reshims.

❑ 27. Perform the following substeps to measure and adjust the
horizontal misalignment.
Indicator 190 __________________________________(in/mm)
Indicator 2270 _________________________________(in/mm)

Indicator 1270 _________________________________(in/mm)
Indicator 290 __________________________________(in/mm)


Run-out=0.5 x TIR

the run-out at each indicator is within 0.005 inch.
tightened.
the procedure.
❑ 29. Perform the following substeps to complete the installation of the
coupling by installing the cover.
A. Move the seals into position so that they will fit into the
grooves on the cover when it is assembled over the coupling, as
shown in figure 36. Use the coupling cover as a guide to
determine how far to move the seals.

B. Place the gaskets on the lower cover half, as shown in figure 36.
Figure 36. Grid Coupling with Seals, Cover, and Gaskets

C. Place the covers over the coupling, adjusting the seals position
so that they fit into the grooves inside the cover halves.
Assemble the match marks so that they are on the same side.
D. Bolt the covers together using the bolts and gaskets provided
with the cover.
If you were using grease, you would remove the pressure plugs
and insert a lube fitting. Then the recommended type of grease
would be added until grease appears at the vent hole. Before
putting the coupling into service, the pressure plugs should be
reinstalled.
NOTE
ning
W


❑ 33. Reduce the load to zero and turn off the motor.

❑ 35. Perform the following substeps to disassemble the coupling only.
In the next skill, you will use this same setup with a different
coupling.
A. Unbolt the cover.
B. Remove the gaskets.
C. Remove the seals.
D. Remove the grid.
E. Pull the motor back and remove the hubs.
F. Store the coupling components.
OBJECTIVE 4 DESCRIBE THE OPERATION OF A GEAR COUPLING
dT
his The gear coupling is the third type of flexible metal coupling. It
Rea
consists of two hubs with external gear teeth, connected by a sleeve

which is either solid or split, as shown in figure 37. The split sleeve
attaches the two hubs via a flange. When the driver shaft turns, the driver
hub transmits the torque to the sleeve, which in turn transmits the torque
to the hub on the driven shaft.
Gear coupling hubs can be attached using either a finished bore with
a key or a bushing. Their bores are usually designed with a light
interference fit to further assure that there is a good connection between
the shaft and coupling. The hubs must be heated in order to mount them
to the shafts, similar to a bearing.

The gear coupling also requires grease lubrication because of the
metal-to-metal contact of the gear teeth. Its sleeve serves as the cover to
contain the grease. Notice that each end of the sleeve has a seal to keep
the grease from escaping along the shaft.
Figure 38. Sleeve Installed on Coupling
The gear coupling is made for very high torque or high speed
applications that exceed the range of a grid or chain coupling. It is higher
in cost than either chain or grid couplings, but it is lower in cost than the
disc coupling. The gear coupling is torsionally rigid. Applications for the
gear coupling include: large compressors and turbine drives.

SKILL 3 INSTALL AND ALIGN A GEAR COUPLING
Procedure Overview
In this procedure, you will install and align the gear
of this procedure, you will use all three alignment methods
and lubricate the coupling. This coupling does not have an
interference fit so that you do not need to heat up the hubs
to put them on.
Do

Floor is not wet
❑ 2. Perform a lockout/tagout on the Motor Control Units safety

switch.
❑ 3. If your motor and shaft/bearing assembly are still set up from the
last skill as shown in figure 26, proceed directly to Step 4. If not,
mount and level the Constant Speed motor and the shaft/ bearing
assembly. Make sure the shaft/bearing assembly is slightly higher
than the motor shaft. Then proceed to Step 4.

❑ 4. Obtain the gear coupling, as shown in figure 39, from Coupling
Panel 1.
It consists of two coupling hubs, one sleeve, two seals, and two
retaining rings. The seals and retaining rings are contained in the
C 7/8 accessory kit.
❑ 5. Perform the following substeps to mount the gear coupling.

A. Check the keyseats on the coupling hubs and the shafts to make
sure their hub bores have no dirt or burrs.
If so, clean with a wire brush.
B. Obtain two 3/16 -inch x 1-inch square keys.
C. Test the key’s fit by sliding the keys into the keyseats of the
coupling hubs and the shafts.
They should slide in snugly without forcing and have no play.

D. Place one retaining ring and one seal on each shaft. Orient each
seal so that its groove faces toward the center of the coupling,
as shown in figure 40.
LUBRICATION PLUG
RETAINING RING RETAINING RING
SLEEVE
SEAL SET SCREW SET SCREW SEAL

KEY KEY
SHAFT SHAFT
HUB HUB
LUBRICATION PLUG
Figure 40. Components of Gear Coupling
E. Insert the keys into the shafts keyseats and line them up flush
with the end of each shaft.
F. Make sure the set screws on the two coupling hubs do not
extend into the bore. If they do, back them out with a hex key
wrench.
G. Slide each coupling hub onto a shaft, being careful to line up
the key and the keyseat as you do.
The hubs should slide on by hand with no forcing.

H. Line up the counterbore of each hub flush with the end its
shaft, as shown in figure 41.
Figure 41. Coupling Installation
I. Tighten the set screws on the coupling hubs.

J. Loosen the motor mounting bolts and move the motor so that
the gap is 0.125 inch, as shown in figure 41.
K. Tighten the motors mounting bolts.
L. Slide the sleeve over the hub that is on the longest shaft, which
in this case is the driven shaft. Slide it back away from the
teeth, as shown in figure 42.
Figure 42. Position of Sleeve for Alignment

method.
A. Place a mark across the two hubs in a place.
C. Use the spacer bar and feeler gage to measure the gap
dimension, G, at 0 degrees.
G0 __________________________________________(in/mm)
D. Rotate the chalk marks to 180 degrees and measure the gap
again.
G180 _________________________________________(in/mm)
E. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= G0 - G180

The manufacturer’s recommended allowance at the time of
installation for angular alignment, either vertical or horizontal,
is 0.005 inch. Regardless of your actual measurement, proceed
to the next substep to improve it to 0.005 or better.
F. Measure the coupling diameter and the motor mount distance.

G. Calculate the shim ratio.
Shim Ratio = Motor Mount Distance/ Coupling diameter
Shim Ratio= ________________________________________

H. Calculate the shim thickness needed.

A. Place a straight edge across the tops of the two coupling hubs.
Hold it firmly on the higher hub.
B. Use a feeler gage to measure the gap between the straight edge
and the lower hub.

C. Rotate the marks to 180 degrees and recheck the parallel
misalignment at the bottom of the hub.
Proceed to the next substep to bring the alignment to within
this tolerance or better.
D. Loosen the motor feet and shim the four motor feet equally by
E. Tighten the motor feet.
F. Recheck the vertical parallel misalignment.
The parallel misalignment should be less than 0.005 inch. If
not, shim the motor feet as needed.
alignment.
B. Use a spacer bar and feeler gage to measure the gap.
G90 _________________________________________(in/mm)
gap again.
G270 _________________________________________(in/mm)
D. Calculate the horizontal angular misalignment.

The manufacturer states that the allowable angular
misalignment is less than 0.005 inches. Go to substep E to
either bring the alignment within the manufacturer’s tolerance
or better.
misalignment.
A. Place a straight edge across the two shafts at the 90 degree
B. Use a feeler gage to measure the amount of offset between the
two couplings.

C. Check the offset at 270 degrees.
The manufacturer’s recommended allowance is 0.005 inch.
Proceed to substep E to bring the misalignment within
tolerance or better.
D. Loosen the motor feet and carefully bump or move the motor to
E. Recheck the horizontal angular alignment and offset. Adjust the
the procedure.
In the next group of steps, you will repeat the alignment of the
gear coupling, except you will use the rim and face method.
measure the face of the coupling hub.

touching a smooth place on the back face of the driven
coupling at the 0 degrees position, and is oriented
perpendicular to the face, as shown in figure 43.
0
01 09
02 08
03 07
04 06
05
MOTOR
BACK FACE
Figure 43. Position of Indicator for Face Measurement

Face0 ________________________________________(in/mm)
again.
Face180 ______________________________________(in/mm)

D. Measure the diameter across the face of the coupling where the
indicator touches the face.
Shim Ratio= ________________________________________


0.020 inches or better.
the 0 degree position, as shown in figure 44. Position the
Rim0 ________________________________________(in/mm)
0
90 10
80 20
70 30
60
50
40
RIM
DRIVEN HUB
DRIVER HUB
Figure 44. Position of Indicator for Rim Measurement
again.
Rim180 _______________________________________(in/mm)
TIR= Rim0 - Rim180
TIR=________________________________________(in/mm)

E. Calculate the vertical parallel misalignment.

F. Loosen the motor feet and shim the four motor feet equally by
E.
H. Recheck the parallel misalignment.
The parallel misalignment should be less than 0.005 inches and
the angular misalignment less than 0.005 inches. If not, shim
the motor feet as needed.
A. Reposition the dial indicator so that it reads the face of the
coupling again. Adjust the probe position so that the indicator
reads in its mid-range.
reading.
Face90 _______________________________________(in/mm)
indicator are both at the 270 degree position.
Face270 ______________________________________(in/mm)
and C is the horizontal angular misalignment. It should be less
than 0.005 inches. Go to substep D to bring the alignment
within this tolerance or better.
motor.
readings are within 0.005 inches of each other.
misalignment.
the 90 degree position. Position the indicator so that its probe is
in the middle of its range.
Rim90 _______________________________________(in/mm)

again.
Rim180 _______________________________________(in/mm)
TIR= Rim0 - Rim180
TIR=________________________________________(in/mm)
This is one half the TIR.

the side to correct the offset. Try not loose the angular
alignment as you do this.
inches or better. This means that the difference between each
two indicator readings should be within 0.005 inches of each
other.
Make sure that the gap is still approximately 0.125 inch.
the procedure.
gear coupling.
A. Lightly spray the hubs gear teeth and the inside of the sleeve
with Teflon lubricant.
Normally, the coupling would use grease lubrication. If so, you
would pack the hub and sleeve with a type of grease
recommended by the manufacturer. Next, grease should be
packed into the gap between the coupling hubs. This provides a
reservoir of lubricant for the teeth. And finally, lightly coat
both seals with grease.
B. Slide the sleeve over the two hubs, meshing the hubs gear teeth
with the sleeve gear teeth as you do.

C. Center the sleeve over the hubs, as shown in figure 45.
Figure 45. Sleeve Installed over Gear Coupling
D. Use a blunt tool to press each seal into the grooves in the sleeve
until it is firmly seated against the shoulder. Be careful not to
damage the seal as you do this.
E. Use a tool to compress the snap rings and insert them in the
outer grooves of the sleeve using a winding motion. Make sure
that the grease plugs are tightly installed in the sleeve.
In the next group of steps, you will perform the alignment of
the coupling using the reverse indicator. This method is usually
done with the coupling assembled.

❑ 20. Mount the dial indicators to the shafts, as shown in figure 46.
90
0
10
INDICATOR 1
80 20
70 30
60 40
50
DRIVEN SHAFT
MOTOR
DRIVER SHAFT
50
40 60
30 70
20 80
10 90
0
INDICATOR 2
Figure 46. Dial Indicators Attached to Shafts for Reverse Indicator Alignment
❑ 21. Perform the following substeps to roughly align the shafts.

A. Rotate the coupling so that indicator 2 is at 90 degrees. Record
the reading.
Indicator 290 __________________________________(in/mm)
B. Rotate the coupling so that indicator 2 is at 270 degrees.
Record the reading.
Indicator 2270 _________________________________(in/mm)
inches, loosen the mounting bolts and correct it.
misalignment.
misalignment.
Indicator 10 ___________________________________(in/mm)
Indicator 2180 _________________________________(in/mm)

Indicator 1180 _________________________________(in/mm)
Indicator 20 ___________________________________(in/mm)

Vertical TIR1= Indicator 10 - Indicator 1180
Vertical TIR2 = Indicator 20 - Indicator 2180
Vertical TIR2 =________________________________(in/mm)

Run-out=0.5 x TIR

from Indicator 1. Measure to the centers of the mounting bolts.
Length 1-2 ___________________________________(in/mm)
Length 1-3 ___________________________________(in/mm)
Length 1-4 ___________________________________(in/mm)

❑ 24. Create a graph of your readings to determine the amount to shim
the motor feet.
The height of the lines at Points 3 and 4 represent the amount you
have to shim the motor feet to correct both the vertical angular and
vertical parallel misalignment. If the lines at the Points 3 and 4 are
above the horizontal lines, this represents the amount of shims that
need to be added to the motor feet.
Front Feet Shims(Length 3) ________________________(in/mm)
Back Feet Shims(Length 4) _________________________(in/mm)
❑ 25. Loosen the motor mounting bolts and shim the two motor feet
❑ 26. Tighten the motor feet and recheck the angular alignment.
The run-out at each indicator should be less than 0.005 inches. If it
is not, repeat this step to recalculate the shims and change the
shims.
❑ 27. Perform the following substeps to measure and adjust the
horizontal misalignment.
Indicator 190 __________________________________(in/mm)
Indicator 2270 _________________________________(in/mm)

Indicator 1270 _________________________________(in/mm)
Indicator 290 __________________________________(in/mm)

Horizontal TIR1 = _____________________________(in/mm)
Horizontal TIR2 = _____________________________(in/mm)

Run-out=0.5 x TIR

the run-out at each indicator is within 0.005 inches.
tightened.
the procedure.
NOTE
ning
W


❑ 32. Turn off the motor and allow it to coast to a stop.

❑ 34. Perform the following substeps to disassemble the coupling
completely.
A. Remove a snap ring from one end of the sleeve.
B. Slide the sleeve off the hubs. The seal will be forced off as you
do this.
C. Loosen the motor mounting bolts and pull the motor back from
the driven shaft.
D. Loosen the set screws on the hubs and slide them off the shafts.
E. Pull the sleeve off the shaft.
F. Remove the other snap ring from the sleeve and the two seals.
❑ 35. Disassemble the rest of the setup and store all components.

SEGMENT 2
SELF REVIEW
r This
we
Ans
1. A ______________ coupling is made of two steel hubs
connected by a flexible steel spring.
2. A ______________ coupling has two steel hubs whose

gear-like teeth mesh with similar teeth inside of a steel
sleeve.
3. Grid couplings require ___________________ as a lubricant

so they must be installed with covers.
4. Grid couplings are _________________ soft, which makes

them ideal for use in applications with shock loads.
5. The driver hub of a gear couplings transmits torque to the

________________, which then transmits the torque to the
driven hub.
6. Gear couplings require ____________ lubricant, which is

held in place by the couplings _______________.
7. The _____________ coupling is made for very high speed

or high torque applications.

SEGMENT 3
COUPLING SELECTION AND MAINTENANCE
OBJECTIVE 5 DESCRIBE HOW COUPLINGS ARE SPECIFIED
his
dT There are two general classes of couplings, flexible and rigid. These
Rea
types describe the amount of torsional flexibility a particular coupling

design might have and the amount of misalignment it can accommodate,
as shown in figure 47.
DRIVER SHAFT DRIVEN SHAFT DRIVER SHAFT DRIVEN SHAFT
FLEXIBLE COUPLING RIGID COUPLING
Figure 47. Flexible and Rigid Couplings

Flexible couplings can function quite satisfactorily with certain
amounts of misalignment and very few extra stresses are transmitted
from one shaft to another. Rigid couplings, on the other hand, can handle
almost no misalignment and transmit all forces, stresses and vibrations
from one shaft to the next. They are, however, capable of handling much
higher loads than flexible couplings. Flange and Sleeve couplings are
examples of rigid couplings.
Flexible couplings can be classified into two sub-groups based on
how their design makes them flexible. These two sub-groups are
elastomeric and flexible-metal. Elastomeric couplings use a soft or
rubber-like insert that allows a certain amount of flexibility between the
coupling hubs. The Jaw and Rubber-in-Shear couplings are two types of
elastomeric couplings.

Flexible-metal couplings have several designs that use the flexible
properties of metallic elements to allow movement between the hubs of
the couplings. This sub-group is comprised of Grid, Chain, Disk, and
Gear couplings. The table below lists several common couplings
according to their types.
FLEXIBLE RIGID
ELASTOMERIC FLEXIBLE-METAL
JAW COUPLING CHAIN COUPLING SLEEVE COUPLING
RUBBER SHEAR
GRID COUPLING FLANGE COUPLING
COUPLING
PRE-COMPRESSION
GEAR COUPLING
COUPLING
DISC COUPLING
Figure 48. Table of Common Coupling Types

The specification of each type of coupling is normally identified by
the maximum torque and speed that it is designed to handle. Each
manufacturer assigns their own name or part number to each coupling
size. For example, the table below lists several brands of jaw couplings
capable of handling 5 horsepower at a speed of 1750 RPM, along with
the name or part number given by that manufacturer.
BROWNING LOVE-JOY BOSTON GEAR
JP4 L075 FC20
Figure 49. Table of Coupling Specifications by Common Manufacturers
The best way to identify a coupling given a sample is to measure

several of its dimensions and look them up in the manufacturer’s table to
determine the part number of the coupling. You will learn how to do this
in the next skill.
SKILL 4 IDENTIFY THE SIZE AND TYPE OF A COUPLING

GIVEN A SAMPLE
Procedure Overview
In this procedure, you will measure several key
dimensions of some couplings. You will identify the
coupling type and then determine its part number using a
manufacturer’s specification sheet.
This ❑ 1. Obtain the following items and arrange them on the work surface:
Do
• Jaw Coupling
• Grid Coupling
• Chain Coupling
• Sleeve Coupling
• Gear Coupling
• Dial Caliper

❑ 2. Study the diagram below to learn the basic dimensions you will be
measuring of various couplings.
OD
OAL
OD = OUTER DIAMETER
OAL = OVER-ALL LENGTH
G = ASSEMBLY GAP
Figure 50. Diagram of Basic Dimensions
❑ 3. Perform the following sub-steps to determine the part number of

the Jaw Coupling.
A. Measure and record the outer diameter (OD).
Outer Diameter: __________________________________ (in)
B. Measure and record the over-all length (OAL).
Over-All Length: _________________________________ (in)
C. Measure and record the assembled gap (G).
Assembled Gap: _________________________________ (in)
D. Using the manufacturer’s table in figure 51, determine the part
number of the coupling.
Coupling Part Number: _______________________________
SIZE OD OAL G
L035 .63 .81 0.28
L050 1.08 1.71 0.48
L070 1.36 1.98 0.48
L075 1.75 2.13 0.50
L090 2.11 2.15 0.52
L095 2.11 2.51 0.52
L099 2.54 2.84 0.71
L100 2.54 3.48 0.71
L110 3.32 4.22 0.88
L150 3.75 4.50 100
L190 4.50 4.86 1.00
L225 5.00 5.34 1.00
Figure 51. Manufacturer Dimension Data

You should have found the following measurements:
• OD = 2.11 in
• OAL = 2.51 in
• G = 0.52 in
According to the dimension data, these are the dimensions of a
L095 Jaw Coupling.
the grid coupling.
Assembled Gap: _________________________________ (in)
COUPLING OD OAL G
SIZE
1020T 3.47 3.89 0.13
1030T 3.88 3.89 0.13
1040T 4.22 4.13 0.13
1050T 5.09 4.88 0.13
1060T 5.46 5.13 0.13
1070T 5.92 6.13 0.13
1080T 6.92 7.13 0.13
1090T 7.70 7.88 0.13
1100T 9.88 9.69 0.19
1110T 10.63 10.19 0.19
1120T 12.13 12.00 0.25
1130T 13.63 13.00 0.25
1140T 15.13 14,75 0.25

• OD = 3.88 in
• OAL = 3.89 in
• G = 0.125 in
1030T Grid Coupling.

the chain coupling.
Assembled Gap: _________________________________ (in)
HALF COUPLING
COUPLING
PART NO. OD OAL G
C 35 20 2-3/4” 2-3/4” 1/4”
C 35 24 3-3/16 3-1/8 1/4
C 40 16 2-1/2 2-1/2 1/4
C 40 20 3-5/8 3-3/16 5/16
C 40 22 3-15/16 4-7/16 5/16
C 50 16 3-3/4 3-1/8 3/8
C 50 18 4-1/8 4-7/16 3/8

C 60 16 4-1/2 4-7/16 7/16
C 60 20 5-1/2 5-9/16 7/16
C 80 16 6-1/16 5-9/16 9/16
C100 18 8-3/8 6-1/2 3/4

• OD = 2.50 in
• OAL = 2.50 in
• G = 0.25 in
C4016 Chain Coupling.

the sleeve coupling.
Assembled Gap: _________________________________ (in)
PART NO. OD OAL

CS-04 1/2” 3/4”
CS-05 5/8 1
CS-06 3/4 1
CS-08 1 1-1/2
CS-10 1-1/4 2
CS-12 1-1/2 2
CS-14 1-3/4 2
CS-16 2 3
CS-18 2-1/8 3
CS-20 2-1/4 4
CS-22 2-1/2 4-1/2

• OD = 1.50 in
• OAL = 2.00 in
• G = N/A
CS-12 Sleeve Coupling.

the gear coupling.
Assembled Gap: _________________________________ (in)
APPROXIMATE
SIZE C OAL OD G G1 WT., LBS.
ROUGH BORE
7/8 3-1/8 3-5/16 1/8 3/8 5
1-1/2 3-3/4 3-3/4 1/8 1/2 8
2 4-1/4 4-3/4 1/8 1/2 13
2-1/2 4-3/4 5-1/2 1/4 3/4 20
3 5-1/2 6-5/8 1/4 3/4 33
3-1/2 8-3/4 7-1/2 1/4 3/4 63
4 9 8-3/4 1/4 3/4 92
4-1/2 10-1/4 9-1/2 1/4 3/4 126
5 12-1/4 10-3/4 1/4 3/4 195
6 13 12-1/4 1/4 3/4 267
7 14-7/9 14 3/8 7/8 320
9 19 16-1/4 1/2 1 520
11 22-1/2 19-1/4 1/2 1 925
12 25 20-1/2 1/2 1 1,200

• OD = 3.313 in
• OAL = 3.125 in
• G = between 0.125 and 0.375 in
Size C - 7/8 Gear Coupling.
❑ 8. Return all materials to their proper storage.

OBJECTIVE 6 DESCRIBE HOW TO SELECT A COUPLING
FOR AN APPLICATION
dT
his From time-to-time, a machinist may be called upon to determine
Rea
which type and what size of coupling is needed for a particular
application. Coupling selection can be easily accomplished with the
following five-step procedure:
1. Determine the design power
2. Pre-select applicable couplings
3. Select one coupling size from each applicable type
4. Determine the best coupling for the application
5. List part numbers
Each of these steps is explained as follows:
Step 1. Determine the Design Power

The design horsepower is simply the rated horsepower transmitted
through the two shafts times a service factor. This service factor is used
to account for extreme working conditions to which the drive might be
subjected.
Design Power = Rated Power x Service Factor
The service factor is determined by using the chart shown in figure
56 below. It is the same type of chart that you used when designing belt
and chain drive systems.

TYPICAL TYPICAL TYPICAL
APPLICATION SERVICE APPLICATION SERVICE APPLICATION SERVICE
FACTOR FACTOR FACTOR
AGITATORS GENERATORS Reel . . . . . . . . . . . . . . . . . . . 1.5
Pure Liquids . . . . . . . . . . . 1.0 Non-Welding. . . . . . . . . . . 1.5 Stock Chests. . . . . . . . . . . 1.5
Variable Density . . . . . . . . 1.5 Welding. . . . . . . . . . . . . . . 3.0 Suction Roll . . . . . . . . . . . 2.0
ALTERNATOR . . . . . . . . . . . 1.5 HAMMER MILLS . . . . . . . . . 3.0 Washers and Thickeners . 1.5
BLOWERS LUMBER INDUSTRY Winders . . . . . . . . . . . . . . . . 1.5
Centrifugal . . . . . . . . . . . . 1.0 Barkers - Drum Type . . . . 2.5 PRINTING PRESSES . . . . . 1.5
Lobe . . . . . . . . . . . . . . . . . 1.5 Edger Feed. . . . . . . . . . . . 2.0 PULLERS
Vane . . . . . . . . . . . . . . . . . 1.5 Live Rolls . . . . . . . . . . . . . 2.0 Barge Haul . . . . . . . . . . . . 2.0
BRIQUETTER MACHINES . 2.0 Log Haul - Incline . . . . . . . 2.0 PUMPS
CAN FILLING MACHINES . . 1.0 Log Haul - Well Type . . . . 2.0 Centrifugal
CANE KNIVES . . . . . . . . . . . 2.0 Off bearing Rolls. . . . . . . . 2.0 General Duty (Liquid) . . 1.0
CAR DUMPERS. . . . . . . . . . 2.5 Planer Feed Chains . . . . . 2.0 Boiler Feed . . . . . . . . . . 1.0
CAR PULLERS . . . . . . . . . . 1.5 Planer Floor Chains . . . . . 2.0 Slurry (Sewage, etc.). . . 1.5
CLAY WORKING Planer Tilting Hoist . . . . . . 2.0 Dredge . . . . . . . . . . . . . 2.0
MACHINERY . . . . . . . . . . 2.0 Slab Conveyor . . . . . . . . . 1.5 Reciprocating
COMPRESSORS Sorting Table . . . . . . . . . . 1.5 Double Acting . . . . . . . . 2.0
Centrifugal . . . . . . . . . . . . 1.0 Trimmer Feed . . . . . . . . . . 2.0 Single Acting
Lobe, Vane, Screws . . . . . 1.5 MACHINE TOOLS 1 or 2 Cylinders . . . . . . 2.5
Reciprocating - Multi- Bending Roll . . . . . . . . . . . 2.0 3 or more Cylinders. . . 1.5
Cylinder. . . . . . . . . . . . . Consult Plate Planer . . . . . . . . . . . 1.5 Rotary - Gear, Lobe, Vane 1.5
Factory Punch Press - Gear Driven 2.0 RUBBER INDUSTRY
Axial . . . . . . . . . . . . . . . . . 1.0 Tapping Machines . . . . . . 2.5 Mixer - Banbury . . . . . . . . 3.0
CONVEYORS - uniformly Other Machine Tools Rubber Calendar . . . . . . . 2.0
loaded or fed. . . . . . . . . . 1.5 Main Drives . . . . . . . . . . 1.5 Rubber Mill (2 or more). . . 2.5
CONVEYORS - heavy duty - not Auxiliary Drives . . . . . . . 1.5 Sheeter . . . . . . . . . . . . . . . 2.0
uniformly fed . . . . . . . . . . 2.5 METAL MILLS Tire Building Machines . . . 2.5
CRANES AND HOISTS . . . . 2.0 Draw Bench - Carriage . . . 2.5 Tire & Tube Press
CRUSHERS . . . . . . . . . . . . . 3.0 Draw Bench - Main Drive . 2.5 Openers . . . . . . . . . . . . . 1.0
DREDGES Forming Machines . . . . . . 2.5 Tubers and Strainers . . . . 2.0
Cable Reels . . . . . . . . . . . 2.0 Slitters. . . . . . . . . . . . . . . . 2.0 SCREENS
Conveyors. . . . . . . . . . . . . 1.5 Table Conveyors Air Washing . . . . . . . . . . . 1.0
Cutter Head Drives . . . . . . 2.5 Non-Reversing . . . . . . . 2.5 Rotary - Stone or Gravel. . 1.5
Jig Drives . . . . . . . . . . . . . 2.5 Reversing . . . . . . . . . . . 3.0 Traveling Water Intake . . . 1.5
Maneuvering Winches . . . 2.0 Wire Drawing & Flattening Vibratory . . . . . . . . . . . . . . 2.5
Pumps . . . . . . . . . . . . . . . 2.0 Machine . . . . . . . . . . . . 2.0 SEWAGE DISPOSAL
Screen Drives . . . . . . . . . . 2.0 Wire Winding Machine . . . 2.0 EQUIPMENT . . . . . . . . . 1.5
Stackers . . . . . . . . . . . . . . 2.0 MILLS, ROTARY TYPE SEWAGE TREATMENT
Utility Winches . . . . . . . . . 1.5 Ball . . . . . . . . . . . . . . . . . . 2.5 PUMPS. . . . . . . . . . . . . . 1.5
ELEVATORS Cement Kilns . . . . . . . . . . 2.0 TEXTILE INDUSTRY
Bucket. . . . . . . . . . . . . . . . 2.0 Dryers & Coolers . . . . . . . 2.0 Batchers . . . . . . . . . . . . . . 1.5
Centrifugal Discharge . . . . 1.5 Kilns . . . . . . . . . . . . . . . . . 2.0 Calenders . . . . . . . . . . . . . 2.0
Escalators. . . . . . . . . . . . . 1.5 Pebble . . . . . . . . . . . . . . . 2.0 Card Machines . . . . . . . . . 1.5
Freight . . . . . . . . . . . . . . . 2.0 Rod . . . . . . . . . . . . . . . . . . 2.0 Cloth Finishing Machines
Gravity Discharge . . . . . . . 1.5 Tumbling Barrels . . . . . . . 2.0 (washers, pads, tenters)
EXTRUDERS MIXERS (dryers, calenders, etc.) . 1.5
Plastic . . . . . . . . . . . . . . . . 2.0 Concrete Mixers . . . . . . . . 2.0 Dry Cans. . . . . . . . . . . . . . 2.0
Metal. . . . . . . . . . . . . . . . . 2.5 Drum Type . . . . . . . . . . . . 2.0 Dryers . . . . . . . . . . . . . . . . 1.5
FANS OIL INDUSTRY Dyeing Machinery . . . . . . . 1.5
Centrifugal Chillers . . . . . . . . . . . . . . . 1.5 Looms. . . . . . . . . . . . . . . . 1.5
Forced Draft Oil Well Pumping . . . . . . . 2.0 Mangles . . . . . . . . . . . . . . 1.5
(Hostile Environment) . . 1.5 Paraffin Filter Press . . . . . 2.0 Nappers . . . . . . . . . . . . . . 1.5
Induced Draft Rotary Kilns . . . . . . . . . . . 2.0 Soapers . . . . . . . . . . . . . . 1.5
(Hostile Environment) . . 1.5 PAPER MILLS Spinners . . . . . . . . . . . . . . 1.5
Axial Barker Auxiliaries, Tenter Frames . . . . . . . . . 1.5
Forced Draft (Hostile Hydraulic . . . . . . . . . . . . 2.5 Winders (Other than
Environment). . . . . . . . 1.5 Barker, Mechanical . . . . . . 2.5 Batchers) . . . . . . . . . . . . 1.5
Induced Draft (Hostile Barking Drum (Spur WINDLASS . . . . . . . . . . . . . 2.0
Environment . . . . . . . . 1.5 Gear Only). . . . . . . . . . . 2.5 WOODWORKING
Mine Ventilation . . . . . . . . 2.5 Beater & Pulper . . . . . . . . 2.0 MACHINERY . . . . . . . . . . . 1.5
Cooling towers . . . . . . . . . 1.5 Bleacher . . . . . . . . . . . . . . 1.0
Light Duty blower & Fans . 1.0 Calenders . . . . . . . . . . . . . 2.0 Service Factors in this table are for
FEEDERS Converting Machines, except driven equipment based on smooth prime
Light Duty . . . . . . . . . . . . . 1.5 Cutters, Platers . . . . . . . 1.5 movers such as electric motors and
Heavy Duty . . . . . . . . . . . . 2.5 Couch . . . . . . . . . . . . . . . . 2.5 turbines. For reciprocating prime movers,
FOOD INDUSTRY Cutters, Platers. . . . . . . . . 2.0 such as diesel or gas engines, add the
Beet Slicer . . . . . . . . . . . . 2.0 Cylinders. . . . . . . . . . . . . . 2.0 following to the Service Factor.
Cereal Cooker . . . . . . . . . 1.5 Dryers . . . . . . . . . . . . . . . . 2.0 For 8 or more cylinders, add 0.5
Dough Mixer . . . . . . . . . . . 2.0 Felt Stretcher . . . . . . . . . . 1.5 For 6 cylinders, add 1.0
Meat Grinders. . . . . . . . . . 2.0 Felt Whipper . . . . . . . . . . . 2.0 For 4 cylinders, add 1.5
Can Filling Machine . . . . . 1.0 Jordans. . . . . . . . . . . . . . . 2.0 For less than 4 cylinders, consult factory
Bottling . . . . . . . . . . . . . . . 1.5 Log Haul . . . . . . . . . . . . . . 2.0
Presses. . . . . . . . . . . . . . . 2.0
Figure 56. Service Factor Chart

Step 2. Pre-Select Applicable Couplings
There are many types of couplings made by numerous
manufacturers. Because of this, there may be several types of couplings
that will suit the application for which you are designing the system.
Since it would be a large waste of time to perform the selection
procedure for every type of coupling, it is a good idea to perform a
pre-selection step to narrow down the wide range of coupling types.
The pre-selection process can be perform by using a table similar to
the one shown in figure 57. This table lists the more important attributes
of several key types of couplings.
MISALIGNMENT
MAX. SPEED
COUPLING HP RANGE ANGULAR PARALLEL NOTES
(FPM)
(In)
R Sleeve 0.05 - 112.13 1000 None None • Small, simple, and inexpensive
I • No misalignment
G
I Flange 4.0 - 15,750 5000 None None • High torque applications
D • No misalignment
E Jaw 0.06 - 0.96 5000 1° 0.015” • Small, simple and inexpensive
L • Tolerates some degree of
A misalignment
S
T Rubber-in-Shear 0.19 - 630 5500 3° 0.030” • For use in high shock applications
O • Vibration dampening
M
E Pre-Compressor 0.56 - 1100 2500 4° 0.060” • Use in systems requiring a high
R degree of misalignment
Chain 1.42 - 588 5000 0.5° 0.10” • Most rigid of flexible-metal
couplings
F • Do not use in applications involving
L shock loads
E Grid 0.67 - 4443 5500 2° 0.10” • Use in high shock applications
X • Vibration dampening
M
E Gear 70 - 26,000 8000 1° 0.020” • Extremely high-torque and
T high-speed applications
A
L Disc 0.43 - 1388 6000 15° 0.040” • Semi-rigid coupling that can
tolerate some degree of
misalignment
Figure 57. Pre-Selection Chart of Common Coupling Attributes
The pre-selection process is performed by eliminating each coupling

type that doesn’t meet the following criteria:
Power - One of the most important factors in determining the proper
coupling type to use is the design power of the application. The power
range that each type of coupling is capable of handling is also listed in
the pre-selection chart. Any coupling that can’t function under the
operating power of the given application is eliminated.
Rigid vs. Flexible - You should decide whether the application
requires a rigid or flexible type of coupling. This is generally determined
by the amount of misalignment that will be present in the system. Once
you’ve decided to choose a rigid or flexible coupling, the other category
can be eliminated.

Operating Environment - Another important consideration to keep
in mind during the pre-selection process is the type of environment that
the coupling will be working under. The operating environment might
involve dirt, dust, corrosive chemicals, or even outdoor elements. Some
types of couplings are resistant to these types of conditions. Couplings
that aren’t designed for harsh environments should be eliminated if the
given application involves such elements.
Shock - You should also keep in mind the type of load the coupling
will be required to handle. Often, mechanical loads are accompanied by
shock loads. While short in duration, these shock loads can be many
times as intense as the normal load of the application. If an application
involves shock loads, coupling types that aren’t designed for them are
eliminated.
Once you have eliminated all of the coupling types that fail to meet
the criteria mentioned above, the number of coupling types to choose
from has been greatly reduced. At this point you may have only two or
three types of coupling to choose from.
Step 3. Select One Coupling Size from Each Applicable Type

Once you have pre-selected the best two or three types of couplings
to use, you should use manufacturer’s specifications to select the proper
size that will meet the power and speed requirements of the application.
This is most often accomplished through the use of a table, similar to the
one shown below for grid couplings. These tables are where the speed of
the application will directly influence the coupling that should be used.
Shaft Speed CHAIN COUPLING SIZE

(RPM) C35G20 C40B12 C40H20 C40B20 C50H16 C50B16 C60P18 C6018 C80Q16 C100R18
3500 25.6 28.8 53.1 53.1 113.0 113.0 – – – –
1750 16.0 18.5 33.8 33.8 59.9 59.9 131.0 146.0 289.0 588.0
1000 10.5 11.7 21.7 21.7 44.3 44.3 87.6 103.0 258.0 420.0
500 5.95 7.03 12.7 12.7 23.2 23.7 52.7 60.9 240.2 245.0
100 1.42 1.92 4.19 4.19 4.19 4.19 14.0 17.3 33.1 52.2
Figure 58. Manufacturer’s Specifications of a Typical Grid Coupling
Step 4. Determine the Best Coupling for the Application

In this step you select the one coupling that will best suit your needs.
This is done by considering the various factors of each of the couplings
that have been selected to this point. Some of the things that should be
considered are size, cost, and personal preference, with cost being the
most important.

Step 5. List Part Numbers
This final step is to make a list of all of the components that will be
required to manufacture the coupling system. This includes the coupling,
inserts, and any bushings that might be needed in order to mount the
coupling hubs to the shafts.
Often, the manufacturer’s specification table lists their couplings by
part numbers, as shown in figure 58 above.
SKILL 5 SELECT A COUPLING FOR A GIVEN APPLICATION
Procedure Overview
In this procedure, you will use the 5-step procedure to
select a coupling for a given application. In the first step,
you will be led through an example. In the steps that
follow, you will do it on your own.
This ❑ 1. Perform the following substeps to select couplings for the

Do
application given in substep A.

A. Examine the information about a v-belt drive application.
FEATURE SPECIFICATION
Motor Size 50 hp
Motor Shaft Size 1-1/4”
Driven Shaft Size 1-1/4”
Application Type Screen, vibrating
Shaft Speed 1750 RPM
Notes A vibrating screen is normally
used for sifting of materials
outdoors. The drive should
therefore be able to compensate
for some misalignment and handle
shock loads.
B. Determine the rated power of the system.

Rated Power: ________________________________ (Hp/kW)
This can be determined by looking at the given information in
substep A. In this case, it is easy because the motor size is
given. The rated power is therefore 50 Hp.
C. Use figure 56 to determine the service factor.
Service Factor: ______________________________________
You should find that the service factor for a vibrating screen is
2.5.

D. Calculate the design horsepower.
Design Horsepower: __________________________ (Hp/kW)
The design horsepower is found by multiplying the rated power
of the driver by the service factor that was found in sub-step C.
You should therefore find a design horsepower of 125 Hp (50
Hp x 2.5)
E. Choose the coupling types that should be eliminated due to the
following criteria:
Power: ____________________________________________
Both the Sleeve and Jaw couplings should be eliminated
because their maximum horsepower capacity is less than that of
the application.
Rigid vs. Flexible: ___________________________________
Here you should eliminate the Rigid couplings. The vibrating
screen application tends to cause too much vibration and
misalignment to allow rigid couplings to be used.
Operating Environment: _______________________________
Since the vibrating screen is to be used outdoors, no coupling
with an elastomeric insert should be used. You should therefore
eliminate the Rubber-in-Shear and the Pre-Compression
couplings.
Shock: ____________________________________________
The vibrating screen is a continuous source of shock loads due
to its back and forth motion. You should therefore eliminate the
Chain coupling.
F. List the remaining coupling types.
Remaining Types: ___________________________________
The remaining coupling types are the Grid-Flex, Gear, and Disc
couplings.
G. Select the proper size coupling from each applicable type.
Grid-Flex Coupling: __________________________________
Gear Coupling: ______________________________________
Disc Coupling: ______________________________________
Use figures 59 - 66 to determine the appropriate size coupling
for each type of coupling you listed above. You need only to
locate the design power and the speed in each of the
appropriate tables and list the coupling’s part numbers.

Shaft Speed GRID COUPLING SIZE
(RPM) 2020 2030 2040 2050 2060 2070 2080 2100 2120 2130
3500 23.72 67.40 112.6 197.0 304.0 450.2 930.0 – – –
1750 11.66 32.23 55.48 97.28 152.8 222.4 458.3 1300 3062 4443
1000 6.70 19.03 31.62 55.61 87.23 126.9 261.3 800.0 1750 2539
500 3.48 9.92 16.48 28.94 45.43 66.06 136.7 415.4 909.9 1320
100 0.67 1.88 3.22 5.49 8.71 12.73 26.13 80.00 175.5 253.3
Figure 59. Grid Coupling Size Chart
Shaft Speed GEAR COUPLING SIZE

(RPM) 8 10 12 15 20 25 30 35 40 50
3500 245 542.5 770 1085 1785 3150 5320 8400 12,600 26,600
1750 122.5 271.3 385 542.5 892 1575 2660 4200 6300 13,300
1000 70.0 155 220 310 510 900 1520 2400 3600 7600
500 35.0 77.5 110 155 255 450 760 1200 1800 3800
100 7.0 15.5 22 31 51 90 152 240 360 760
Figure 60. Gear Coupling Size Chart
Shaft Speed FLANGE COUPLING SIZE

(RPM) R10 R16 R25 R30 R35 R40 R45 R50 R60 R70
3500 140 280 1022 1771 2800 4200 5950 8155 14,400 15,750
1750 70 140 511 886 1400 2100 2975 4077 7070 7875
1000 49 80 292 505 800 1700 1700 2330 4040 4500
500 20 40 146 253 400 850 850 1165 2020 2250
100 4.0 8.0 29.2 50.5 80.0 170 170 233 404 450
Figure 61. Flange Coupling Size Chart
Shaft Speed JAW (NEOPRENE INSERT) COUPLING SIZE

(RPM) JP1,571 JP2,572 JP3,553 JP4,554 JP5,555 J56 J57 J59
3500 2.0 2.8 6.6 11.0 22.7 38.9 71.1 –
1750 1.1 1.5 3.6 6.0 12.3 30.8 56.3 96.0
1000 0.72 1.0 2.4 4.0 8.2 20.5 37.5 73.3
500 0.35 0.50 1.2 2.0 4.1 10.3 18.8 41.3
100 0.06 0.08 0.20 0.33 0.69 1.7 3.1 6.9
Figure 62. Jaw Coupling Size Chart
Shaft Speed RUBBER-IN-SHEAR (NEOPRENE INSERT) COUPLING SIZE

(RPM) 4 5 6 7 8 9 10 11 12 13
3500 6.65 13.30 25.2 40.25 63 101.5 161 252 399 630
1750 3.33 6.66 12.6 20.12 31.5 50.75 80.5 136 200 315
1000 1.9 3.8 7.2 11.5 18 29 46 72 114 180
500 0.95 1.90 3.6 5.75 9 14.5 23 36 57 90
100 0.19 0.38 0.72 1.15 1.8 2.9 4.6 7.2 11.4 18
Figure 63. Rubber-in-Shear Coupling Size Chart

Shaft Speed SLEEVE COUPLING SIZE
(RPM) K11 K12 K13 K14 K15 K16 K17 K18
3500 1.77 3.42 5.91 13.99 27.36 47.30 75.11 112.13
1750 .89 1.71 2.6 7.0 13.68 23.65 37.6 56
1000 0.50 0.96 1.68 4.0 7.8 13.6 21.4 32
500 0.25 0.48 0.84 2.0 3.9 6.8 10.7 16
100 0.05 0.1 0.17 0.4 0.8 1.36 2.14 3.2
Figure 64. Sleeve Coupling Size Chart
Shaft Speed DISK COUPLING SIZE

(RPM) 6A22 6A26 6A30 6A37 6A45 6A52 6A60 6A67 6A77 6A90
3500 15.05 26.25 44.5 88.9 138.9 197.8 352 572 866.3 1388
1750 7.55 13.13 22.13 44.5 70.5 99.0 176 286 433.1 694
1000 4.3 7.5 12.7 25.4 39.7 56.5 100.8 163.4 247.5 396.7
500 2.15 3.7 6.35 12.7 20.1 28.5 50.4 81.7 124.2 198.4
100 0.43 0.75 1.27 2.54 3.42 5.65 10.08 16.34 24.75 39.67
Figure 65. Disk Coupling Size Chart
Shaft Speed PRE-COMPRESSION COUPLING SIZE

(RPM) 5-11 5-13 5-15 5-18 5-22 5-30 5-34 5-40
3500 19.6 32.25 56.0 112 168 392 666 1100
1750 10.2 17.1 28.1 56 84 196 333 553
1000 5.6 9.5 15.9 31.7 47.6 111.1 190.4 317.3
500 2.8 4.75 8.0 16.0 24.0 56.0 95.2 158.0
100 0.95 0.95 1.59 3.17 4.76 11.11 19.04 36.73
Figure 66. Pre-Compression Coupling Size Chart
H. For the four suitable types, the proper size couplings are:
Grid-Flex Coupling: 2060
Gear Coupling: 10
Disc Coupling: 6A60
e This NOTE
tic
No
Any of the above coupling systems will be suitable for the

given application. The choice of any particular one should be
based on the physical size and cost of the coupling.

❑ 2. Perform the following substeps to select couplings for the
Motor Size 2000 hp
Motor Shaft Size 3”
Driven Shaft Size 3”
Application Type Crane
Shaft Speed 1000 RPM
Notes An outdoor crane is used for the
lifting of very heavy objects. Due
to the nature of the lifting
apparatus, no amount of
misalignment can be in the
system.
B. Determine the rated power of the system.

Rated Power: ________________________________ (Hp/kW)
The rated power of the application is 2000 hp.
C. Determine the service factor.
Service Factor: ______________________________________
From figure 56 the service factor of a crane is 2.0.
D. Calculate the design horsepower.
The design horsepower is 4000 hp (2000 hp x 2.0).
E. Choose the coupling types that should be eliminated due to the
following criteria:
Power: ____________________________________________
All of the following coupling types can be eliminated: Sleeve,
Disc, Jaw, Rubber-in-Shear, Pre-Compression, and Chain.
Here you should eliminate the Flexible couplings since no
misalignment is allowed.
Since the crane is to be used outdoors, no coupling with an
elastomeric insert should be used.
Shock: ____________________________________________
Shock loads aren’t usually involved with a crane.
F. List the remaining coupling types.
Remaining Types: ___________________________________
The remaining coupling types are the Flange, Grid-flex, and
Gear.

G. Use figures 59 - 66 to select the proper size coupling from each
applicable type.
Flange Coupling: ____________________________________
Gear Coupling: ______________________________________
H. For the four suitable types, the proper size couplings are:
Flange Coupling: R60
Grid-Flex Coupling: None
Gear Coupling: 50
This
tic
e
NOTE
No
There are no Grid-Flex type couplings that will handle 4000

Hp at 1000 RPM.
❑ 3. Perform the following substeps to select couplings for the

Motor Size 1 hp
Motor Shaft Size 5/8”
Driven Shaft Size 5/8”
Application Type Light-Duty Fan
Shaft Speed 500 RPM
Notes A fan shaft will have some axial
misalignment due to the thrust
produced by the blades, but this
may not affect coupling selection.
Rated Power: ________________________________ (Hp/kW)

Service Factor: ______________________________________
B. Choose the coupling types that should be eliminated due to the
following criteria:
Power: ____________________________________________
All of the following coupling types meet this power
requirement. But, since it is a good idea to use the smallest
coupling that will suit the application, you should eliminate any
coupling that handles more than 10 Hp at 500 RPM. Using
figures 59 - 66 you should therefore eliminate Gear and Flange
couplings. Also, the Jaw, Rubber-in-Shear, and the Sleeve
couplings do not meet the power requirement.

Since the misalignment produced is axial, both coupling
categories will be suitable.
All couplings can be used since the application is in a clean,
indoor environment.
Shock: ____________________________________________
Shock loads aren’t usually involved in a fan application.
C. List the remaining coupling types.
Remaining Types: ___________________________________
The remaining coupling types are the Grid-Flex, Chain, Disk,
and Pre-Compression couplings.
D. Select the proper size coupling from each applicable type.
Chain Coupling: _____________________________________
Disk Coupling: ______________________________________
Pre-Compression Coupling: ____________________________
E. For the four suitable types, the proper size couplings are:
Grid-Flex Coupling: 2020
Chain Coupling: C35G20
Disk Coupling: 6A22
Pre-Compression Coupling: S-11

SEGMENT 3
SELF REVIEW
r This
we
Ans
1. There are two classes of couplings: ____________ and
____________.
2. Flexible couplings can be divided into two subgroups:

__________ and __________.
3. Elastomeric couplings use a soft or __________ insert.
4. Two types of elastomeric couplings are __________ and

__________.
5. Chain, grid, and gear couplings are examples of

____________ couplings.
6. The decision as to whether an application requires a flexible

or rigid coupling is based on the amount of __________ that
will be present.
7. The design horsepower for a coupling is based on the rated

motor horsepower times a __________.

SEGMENT 4
COUPLING MAINTENANCE AND TROUBLESHOOTING
OBJECTIVE 7 DESCRIBE THREE PREVENTIVE MAINTENANCE STEPS

FOR COUPLINGS
his
dT In general, couplings are quite simple mechanical components. This
Rea
means that they require much less maintenance than other mechanical
systems or components.
There are three maintenance steps that should regularly be performed
on any type of coupling. These steps should all be performed with the
following frequency:
First inspection: After 100 hours of operation after any performed
maintenance.
Periodic inspections: After the first inspection, periodic inspections
are to be performed once per year thereafter.
The three maintenance steps for couplings are as follows:
1. Check the lubrication (Chain, Grid, and Gear couplings)
2. Check the alignment (All types)
3. Set-screw and bushing cap-screw check
Step 1. Check the Lubrication

There are three types of couplings that require lubrication. They are
the chain, grid, and gear couplings. It is for this reason that these types of
couplings are encased in a housing.
When performing a lubrication check on these types of couplings,
you should look for lubricant leakage around the seal of the coupling
housing. This lubricant should also be changed yearly.
Step 2. Check the Alignment

For each inspection cycle, couplings should be disassembled and
checked for excessive wear. If a coupling is operated under misaligned
conditions, its wear pattern will be very uneven.
If necessary, replace any worn components. Then align the shafts
and install the couplings in accordance with manufacturer instructions.

Step 3. Set-Screw and Bushing Cap-Screw Check
Under mechanical stresses and vibrations, any threaded fastener can
work its way loose. For this reason, the set-screws and bushing
capscrews of couplings must be periodically checked for tightness and
proper torque.
OBJECTIVE 8 DESCRIBE HOW TO TROUBLESHOOT A COUPLING SYSTEM
dT
his Problems with a coupling may be observed either during a routine
Rea
preventive maintenance inspection or when the component breaks down.

In either case, a problem must quickly be troubleshot in order to avoid
excessive downtime.
Most coupling manufacturers provide tables, similar to the ones
shown below, to aid in troubleshooting. The tables are broken up into
two categories: inspection faults and operating faults. Inspection faults
are faults that are found during routine preventive maintenance
inspections, such as the ones that are part of the maintenance steps you
just learned about. An operating fault is indicated by any changes in the
operation of the coupling product. These tables list faults, along with
each faults probable causes, and the corrective action required by each
cause.
To troubleshoot a malfunctioning coupling you should use the same
four-step process that was used to troubleshoot v-belt drives. These steps
are listed below:
Step 1. Identify the type of fault and its symptoms
Step 2. Look up the probable causes
Step 3. Determine the actual cause
Step 4. Perform the corrective action

The two troubleshooting charts are shown below. You will be using
these in the next skill.
INSPECTION FAULTS
FAULT PROBABLE CAUSES CORRECTIVE ACTION
Lubrication leakage • Over lubricated coupling • Problem is self-correcting.

Remove spilled lubricant as
needed
• Distortion from misalignment • Disassemble coupling and
properly align shafts
• Worn cover seals • Replace seals
• Damaged gasket • Replace gasket
• Loose housing bolts • Tighten housing bolts
Insert Failure • Operation in extremely high • Increase ventilation. Use a more

(Pin type and Jaw type couplings) temperatures heat resilient insert or switch to a
chain coupling
• Abrasive conditions • Provide protection for coupling.
Switch to elastomeric type
coupling
• Overloaded drive • Check required drive load. Switch
to coupling designed for required
drive load
• Coupling misalignment • Properly align shafts
Chain wear and breakage • Coupling misalignment • Properly align shafts

(Chain type couplings) • Insufficient lubrication • Properly lubricate coupling
system. Check for leakage
• Excessive shock or sudden • Remove shock-loading conditions.
overloads Switch to coupling designed for
higher loads.
Elastic member torn (Elastomeric • Coupling misalignment • Properly align shafts

type couplings) • Excessive shock or sudden • Remove shock-loading conditions.
overloads Switch to coupling designed for
higher loads.
• Undersized coupling for drive • Check required drive load. Switch
to coupling designed for required
drive load.
Tooth wear • Coupling misalignment • Properly align shafts

(Grid type couplings) • Insufficient lubrication • Properly lubricate system. Check
for leakage.

OPERATING FAULTS
FAULT PROBABLE CAUSES CORRECTIVE ACTION
Coupling seizure • Gross misalignment • Disassemble coupling and check

for wear. Properly align shafts.
• Over lubricated system • Drain off lubricant, then properly
lubricate system.
Lubricant leakage ----- -----

(See information listed under
Inspection Faults)
Gear coupling chatter • Gear teeth are worn • Check gear teeth for wear.
Replace excessively worn parts.
Increase lubricant viscosity
• Housing bolts are loose, worn, or • Replace broken and worn bolts.
broken Tighten all others
• Elongated bolt holes • Replace housing and bolts
• Insufficient lubrication • Properly lubricate coupling system
Excessive heat buildup • Insufficient lubrication • Properly lubricate coupling system

• Coupling misalignment • Properly align shafts
SKILL 6 TROUBLESHOOT A COUPLING SYSTEM
Procedure Overview
In this procedure, you will be listing the probable
causes for a given fault. You will also give the actual fault
for a few of the exercises and give the corrective action
that should be taken.
This ❑ 1. Perform the following sub-steps to determine the probable causes

Do
of the fault given below.

Symptom:
A chain coupling gets very hot under normal operation.
A. Determine whether this is an inspection fault or an operating
fault
Type of fault: ______________________(Inspection/operating)
You should have found this to be an operating fault.
B. Using the table of the type of fault that you determined in the
previous substep, locate the Excessive heat buildup fault in the
Faults column.
C. In the same row as the fault, move over one column to the
Probable Causes column.

D. List the probable causes from the table, below.
Probable causes:
You should have found the following probable causes:
Insufficient lubrication
Coupling misalignment
❑ 2. Perform the following substeps to determine the probable causes

of the fault given below.
Symptom:
While inspecting an Elastomeric type coupling, you find the elastic
element to be tearing.
A. Determine whether this is an inspection fault or an operating
fault
Type of fault: ______________________(Inspection/operating)
You should have found this to be an inspection fault.
B. Using the table of the type of fault that you determined in the
previous substep, locate the Elastic member torn fault in the
Faults column.
C. In the same row as the fault, move over one column to the
Probable Causes column.

D. List the probable causes from the table, below.
Probable causes:
Coupling misalignment
Excessive shock or sudden overloads
Undersized coupling for drive
❑ 3. Determine the probable causes of the fault given below:

While inspecting a Grid-Flex coupling you notice that oil has been
slowly leaking from the system.
Probable causes:
Over lubricated coupling
Distortion from misalignment
Worn cover seals
Damaged gasket
Loose housing bolts

❑ 4. Perform the following sub-steps to determine the actual fault of the
scenario given below:
While inspecting a Grid-Flex coupling you notice that oil has been
slowly leaking from the system. Upon disassembling the coupling,
you notice that it was not over lubricated and that all of the seals,
gaskets, and bolts are in good shape.
A. Determine all probable causes of the fault listed below.
Probable causes:
Over lubricated coupling
Distortion from misalignment
Worn cover seals
Damaged gasket
Loose housing bolts
B. Look once again at the given scenario. From it you should be

able to eliminate four of the probable causes.
C. List the remaining probable cause as the actual cause.
Actual cause: ________________________________________
You should have determined the actual cause of the fault to be
that the coupling is distorted from misalignment.

❑ 5. Perform the following sub-steps to determine the actual cause of
the scenario given below:
A newly installed coupling system, which you personally aligned
and know the alignment to be near perfect, seizes after only one
hour of operation.
A. Determine all probable causes of the fault listed below.
Probable causes:
Gross misalignment
Over lubricated system
B. Look once again at the given scenario. From it you should be

able to eliminate all but one of the probable causes.
C. List the remaining probable cause as the actual cause
Actual cause: ________________________________________
You should have determined the actual cause of the fault to be
that the system is over lubricated.
D. Go back to the listing of the probable faults in the appropriate
table. Next to the actual fault that you determined in the
previous substep, locate the corrective action that should be
taken. This is located in the Corrective Action column of the
table.
Corrective Action:____________________________________
You should have determined that the corrective action to take is
to drain off the lubricant, then properly re-lubricate the system.

SEGMENT 4
SELF REVIEW
r This
we
Ans
1. There are ______ basic steps to coupling maintenance.
2. Lubricants should be replaced on a _______________ basis.
3. A torn elastic member should be found during a

______________ inspection.
4. Over lubrication can cause a Chain, Grid, or Gear coupling

to ____________.
5. The process of finding faults in a coupling system is called

____________________.
6. Faults are discovered during an _______________ or when

an actual failure occurs.


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MECHANICAL

95-ME2 Mechanical Drives 2 Learning System

Amatrol or School Supplied

FIRST EDITION, LAP 6, REV. C

B503-XC LAP 6 COUPLINGS

SEGMENT 1 CHAIN COUPLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

SEGMENT 2 GRID AND GEAR COUPLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

SEGMENT 3 COUPLING SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

SEGMENT 4 COUPLING MAINTENANCE AND TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . 92

B503-XC LAP 6 COUPLINGS

OBJECTIVE 1 LIST FIVE TYPES OF FLEXIBLE METAL COUPLINGS

one category of flexible couplings. The other category of flexible

Figure 1. Grid Coupling

B503-XC LAP 6 COUPLINGS

Figure 2. Chain Coupling

Figure 3. Gear Coupling

B503-XC LAP 6 COUPLINGS

Figure 4. Disc Coupling

B503-XC LAP 6 COUPLINGS

Figure 5. Bellows Coupling

B503-XC LAP 6 COUPLINGS

Figure 6. Chain Coupling

B503-XC LAP 6 COUPLINGS

Figure 7. Types of Chains Used in a Chain Coupling

If grease is used, chain couplings must be used with a cover which

Figure 8. Chain Coupling Cover

B503-XC LAP 6 COUPLINGS

Chain Coupling Alignment

Figure 9. Problem of Parallel Alignment Measurement with Chain

B503-XC LAP 6 COUPLINGS

Figure 10. Measurement of Parallel Alignment with a Chain Coupling

The angular alignments, both vertical and horizontal, can be made in

B503-XC LAP 6 COUPLINGS

power transmission equipment. Make sure that you are able to

YES/NO SAFETY CHECKOUT

Wearing safety glasses

Wearing loose fitting clothes

Ties, watches, rings, and other jewelry are removed

Long hair is tied up or put in a cap or under shirt

Wearing heavy duty shoes

Wearing short sleeves or long sleeves are rolled up

Power is off to machines in work area

Floor is not wet

❑ 2. Perform a lockout/tagout on the Motor Control Unit’s safety

B503-XC LAP 6 COUPLINGS

Figure 11. Measurement of Parallel Alignment with a Chain Coupling

B503-XC LAP 6 COUPLINGS

B503-XC LAP 6 COUPLINGS

Figure 12. Chain Coupling

❑ 7. Perform the following substeps to partially mount the coupling

Figure 13. Mounting of Cover Seals

B503-XC LAP 6 COUPLINGS

Figure 14. Coupling Hub Installation

I. Tighten the motor’s mounting bolts.

B503-XC LAP 6 COUPLINGS

Figure 15. Measurement of Vertical Angular Misalignment

B503-XC LAP 6 COUPLINGS

Vertical Angular Misalignment= __________________(in/mm)

Motor Mount Distance__________________________(in/mm)

Figure 16. Coupling Diameter

G. Calculate the shim ratio.

Shim Ratio= ________________________________________

Shim Thickness _______________________________(in/mm)

B503-XC LAP 6 COUPLINGS