Coupling Design and Selection

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Q. What are the different types of couplings (high performance) available for the Turbomachinery equipment? A. There are basically two types of flexible couplings, sliding and deforming types. A gear coupling is a sliding type. The intermeshed gears slide back and forth in every revolution and therefore the gear teeth wear. As they wear, the radial clearances become larger and consequently, their unbalance level increases. Gear couplings also require regular maintenance. Dry couplings, deforming type, offer many advantages over gear tooth couplings as follows: Dry couplings as the name implies operate dry do not require any type of lubrication. Dry couplings have no radial clearances resulting in a lower potential unbalance. Dry couplings require no maintenance or inspection for a minimum of five years and are designed for infinite life. Coupling vendors recommend that gear couplings be inspected, cleaned and regreased every 12-18 months. Dry couplings eliminate lock-up and spool cracking typical in gear type couplings due to lack of lubrication. Dry couplings reduce hub to shaft fretting. Dry couplings exert significantly lower forces on connected equipment. The sliding force exerted by a gear coupling is a function of torque. The deforming force of a disc or diaphragm coupling is spring force and independent of torque. The force dry couplings exert on equipment bearings is roughly 40% of the gear in bending and 10% axially. Companies will sometimes include machine-bearing life when calculating the return on investment. There are two main types of disc couplings disc and diaphragm. Kop-Flex offers gear, disc and diaphragm type couplings. Q. Which coupling is better suited for Turbomachinery applications, disc or diaphragm? A. Both disc and diaphragm couplings can be designed to meet the requirements of a given Turbomachinery application. Each has a design advantage over the other depending upon the application while both are designed for infinite life providing the flexible element is kept within its fatigue properties. Turbo compressor manufacturers generally prefer to use disc couplings between compressors and from gear to compressor since many of todays machines require the use of a reduced moment coupling. Disc couplings have an advantage over diaphragm type in the reduced moment design because they can accept a larger shaft. Disc couplings are also lighter in weight and impose lower forces on the connected equipment for the same given torque due the multiplicity of the design. Turbine manufacturers often prefer diaphragm couplings. It is common for turbine rotors to have a flanged shaft designed to bolt directly to a diaphragm or rigid coupling. In addition, diaphragm couplings can operate under high axial and angular deflection, which is often a major concern for large steam and gas turbines. Diaphragm couplings are sometimes preferred over disc for synchronous motor applications where cyclic torsional vibration is present during start-up.

Q. What is the difference between disc and diaphragm couplings? A. Disc coupling: by definition, transmits torque from a driving to a driven bolt tangentially on a common bolt circle. Torque is transmitted between the bolts through a series of thin, stainless steel discs assembled in a pack. Misalignment is accomplished by deforming of the material between the bolts. Diaphragm coupling: transmits torque from the outside diameter of a flexible plate to the inside diameter, across the spool or spacer piece, and then from inside to outside diameter. The deforming of a plate or series of plates from I.D. to O.D accomplishes the misalignment. Q. Are there any other types of couplings for critical Turbomachinery applications? A. Yes, some applications such as synchronous motors and reciprocating compressors require the use of a resilient coupling due to potentially harmful torsional excitations during transient and continuous operation. Both O.E.M.s and users for these applications requiring torsional damping often favor the Kop-Flex Max-C coupling. Many industrial frame gas turbine generator set applications do not require flexible couplings but need to have an engineered rigid coupling or spool to connect the machines. Kop-Flex is also a prime supplier of this type of coupling to turbine O.E.M.s worldwide. Q. How do flexible element couplings accommodate machinery shaft end growth? A. In dry couplings, by pre-stretching or pre-compressing the flexible elements - that is, purposefully axially stretching or compressing the discs or diaphragms at installation - thermal shaft movements from cold to hot machine conditions can be accommodated. The coupling engineer designs the coupling normally so that the coupling is in the least possible stretched (that means least stressed) condition at the normal running condition. To account for these movements, the design of the coupling spacer gap is such that when the flanges are bolted up at installation, the flexible elements are stretched or compressed by a fixed amount. Variances between the expected gap and the actual gap are controlled by the shim adjustment. This pre-stretching (or pre-compression) is relieved as the equipment shafts grow or contract thermally to a final stable running condition. In gear type couplings, the gear tooth mesh (male and female) accommodates axial growth through sliding. Q. Why does a coupling have so many torque ratings i.e., maximum continuous, peak, and maximum momentary torque ratings? A. To achieve the optimum coupling design for a particular application, it is desired that all the possible torque and misalignment loads that the coupling will experience over its lifetime are known. A transient load that is experienced only occasionally affects the coupling life differently than a load that is applied continuously. For example, in a gas turbine driven generator application, the coupling is normally desired to accommodate the normal continuous generator load, but is also required to stand up to a very infrequent load caused by an electrical fault or short circuit. In this example a coupling designed

to handle the fault load on a continuous basis will likely be too heavy to run well with the turbine design normally. So, a lighter weight coupling which has the capacity to continuously handle the normal load is designed to handle the infrequent loads only occasionally. This capacity to handle these very infrequent loads is called the maximum momentary torque rating. By the way, a peak torque rating is defined by coupling engineers as the rating designed to handle an infrequent load occurring maybe on a daily basis, such as an induction motor start-up load. Q. Whats the difference between a coupling safety factor and a coupling service factor? A. Simply put, a safety factor is applied to the coupling design, while a service factor is applied to the coupling application. Once the worst case loading due to torque, misalignment, and centrifugal effects due to speed are known, the safety factor is applied to the calculated stresses on the coupling from these loads. This factor is required because actual stresses may be different, with the differences being due to material assumptions and deviations and calculation uncertainties and presumptions, amongst other things. A service factor is applied to the normal (usually continuous torque) load the coupling is expected to experience from the connected machinery. This is to account for off-design conditions such as vibratory torque loads or cold gas torque requirements. Q. What is the service life of a flexible element - disc or diaphragm - high performance coupling? A. These type couplings are designed to last forever - the API 671 requirement is 5 years - as long as their operating torque and misalignment capacities are not exceeded. However, over the life of a coupling many things can change to affect the coupling life. Equipment foundation settling and unaccounted for pipe strain would alter the misalignment loading. Machine upsets and occurrences such as compressor slugs affect the torque loads and life. Upgrading of equipment without adequate checks happens occasionally. Unexpectedly high vibratory loading can affect the life. To get maximum life, select the coupling with the maximum practical misalignment and torque rating for the application - being mindful, of course, that usually low weight and only certain ranges of torsional stiffness are allowed due to rotor dynamics considerations. After the initial installation, check the coupling as often as possible during planned and unplanned outages, looking for cracks or anything unusual in the diaphragms or discs. Follow the manufacturers' inspection recommendations. Q. Why does our equipment have reduced moment couplings? A. Roughly 70% of todays turbo compressor trains require reduced moment couplings. Centrifugal compressor rotors have become much lighter and turn faster than older machines. In many cases, the coupling has become an appreciable percentage of the rotor mass system thereby affecting the rotor dynamics of the train. The couplings half weight and CG location or overhung moment affects the lateral critical speeds of the train. In other words, a coupling that is too heavy or hangs off the end of a sensitive compressor or pump rotor shaft can move the lateral critical speed of the train into the operating

speed range. This can create unacceptable vibration levels that will shorten the life of the equipment. To solve this problem, coupling manufacturers have designed a coupling where the hub is inverted, passing through the inside diameter of the flex-element. This moves the half coupling weight and CG location up the shaft, closer to the machine bearings, reducing the overhung moment and therefore moving the lateral critical speed away from the operating speed range. Kop-Flex High Performance Disc coupling types RM and RZ, and also diaphragm RM type are the reduced moment designs. Q. Which balance method is preferred? A. A couplings balance level is its ability to be disassembled and reassembled several times without changing the mass eccentricities of the mating parts. Generally, the higher the application speed, the more sensitive the machinery is to vibration caused by coupling unbalance. There are three balance methods recommended by the coupling manufacturer and the API-671 standard. Kop-Flex Engineers can assist in determining type of balance most suited for your machinery. Component Balance: The first method of balance is the component balance wherein each component is individually balanced by weight removal so that the residual unbalance left in each part does not exceed a given value. This method of balance is generally used for motor speeds of 1800- 3600 rpm. Assembly Check Balance: The second method is called the assembly check balance. After the component balance is performed, the coupling is assembled and spun on a horizontal balance machine and the unbalance recorded. No correction is made to the coupling. The assembled coupling unbalance must not exceed a given value. Assembly check balancing is widely accepted by both the O.E.M. and user as the preferred method of balancing as it allows for the interchangeability of component parts in the field. Assembly Balance: The third method of balance is the assembly balance, often used for very sensitive high-speed machines. Corrections are made to the assembled coupling on the horizontal balance machine. Generally, the coupling assembly is balance to the lowest residual unbalance possible. The coupling is match-marked and must be assembled in the same way every time. Because the assembly balance corrects for overall unbalance of the assembly, it may prohibit subsequent field replacement of components. Q. Which interface connection is best? A. There are several types of interface connection (between the equipment shaft/flange and coupling hub/flange) for Turbomachinery. Tapered Hydraulic: Turbo-compressor O.E.M.s generally prefer the tapered hydraulic hub where the torque is transmitted through 100% friction. Hubs are designed to have between 0.002inches (0.051 mm) and 0.003inches (0.076 mm) per inch or mm of interference. They are mounted and removed by hydraulic dilation. Tapered Key: Older machines transmit torque through a tapered keyed hub. Single and doublekeyed hubs transmit the torque through both the key(s) and hub to shaft interference and are generally mounted using heat. Precision class keys that comply with the AGMA specification are required for high performance couplings.

Flange: Integral flanges are common on both steam and gas turbines. In this configuration the turbine rotor is flanged and bolts to the coupling flange. Diaphragm couplings and rigids are designed to bolt directly to these flanged shafts. Spline (gear teeth): There are a few O.E.M.s that transmit torque through a splined connection. Often proprietary, these interference fit splines are considered by some to be the best method of torque transmission. Q. There are several different hydraulic tapers, i.e. 1/2in./ft., 1 degree included. Which one does the coupling vendor prefer? A. There are different opinions on this subject but API-671 specifies a taper of 1:24 on the diameter or inch/ft of length for keyless hydraulically fitted hubs. Q. Does the coupling manufacturer supply the hydraulic mounting equipment, plug gage and coupling guard? A. Most coupling vendors do not supply the hydraulic mounting equipment as this falls under the machinery O.E. M. scope of supply. End users often request the ancillary equipment from the coupling supplier, particularly when retrofitting. Kop-Flex recognizes the need for this type of equipment and will supply the hydraulic dilation and mounting tooling in a simple, easy to use package that can be shipped with the coupling. Kop-Flex also supplies plug and ring gages when requested; it is recommended the best plug gage be matched to the master ring gage used to machine the rotor shaft. Coupling vendors do not supply coupling guards as they fall under the machinery O.E. M. scope of supply. Guards are often a subject of discussion and technical papers since the couplings windage is a source of heat and turbulence in the enclosure and must be considered by the coupling designer. Kop-Flex has software that can calculate windage for the coupling/guard design and has a technical paper on this subject. Q. What is the lead-time (delivery) for a high performance coupling? A. Kop-Flex high performance couplings normally require a lead-time of 10-12 weeks after receipt of order or within 2 weeks for emergencies. It varies for other coupling vendors. Q. Can I get a drawing with my quotation or do I have to order the coupling first? A. Kop-Flex and some coupling vendors will supply a general arrangement drawing with their proposal when requested. Installation and Maintenance Next | Previous

Q. The couplings flexible elements have axial capability. Why do I need shims? A. The couplings flexibility should not be used for axial adjustability. High performance couplings are supplied with shim sets to accommodate errors in length at installation. Couplings under 6 inches (152 mm) in diameter generally have +.062 inches (+1.58 mm), while couplings over 6 inches (152 mm) have +0.125inches (+3.2 mm). Shims should be shared equally between ends so the integrity of the flange pilots is maintained. Q. Why are shims required on flexible element - disc and diaphragm - high performance couplings?

A. Unlike gear tooth couplings, which have a clearance, fit between the mating teeth that allows for axial movement, flexible element couplings depend on the stretching and bending of springlike material to accommodate axial movements between equipment shafts. These movements need to be considered when the coupling is installed. Usually the measured field shaft separation is a little different than that for which the coupling was designed. Shims are provided for adjustment, generally at the spacer flanges, to make sure the coupling will not be over-stretched due to this difference. One reason for a difference between actual and design shaft separations are machinery installation tolerances. Another is the tapered shaft hub fit-up tolerance. Q. What tools do I need when installing a high performance coupling? A. Tools necessary for the installation include: mounting (hydraulic) tooling, wrench set, torque wrench capable of meeting the bolt tightening torque values, micrometers for measuring distance between shaft ends, O.E. M. instructions, and the coupling drawing. Kop-Flex has an installation training tape for high performance couplings, available upon request. Q. What is the recommended inspection interval for high performance couplings? A. High performance gear tooth couplings should be inspected, cleaned and repacked with grease every 12 to 18 months. Disc and diaphragm, non-lubricated, couplings are expected to operate continuously without interruption for a minimum of five years. Visual inspection of metallic membrane couplings is generally all that is required.

Retrofitting

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Q. Our high performance gear couplings are working fine. Why should we change them? A.Some rotating equipment engineers are quite satisfied with the life of a gear tooth coupling. Typically, well-aligned and properly maintained gear couplings can last 10-15 years. There are basically two types of flexible couplings, sliding and deforming types. A gear coupling is a sliding type. The intermeshed gears slide back in forth in every revolution and therefore the gear teeth wear. As they wear, the radial clearances become larger and consequently, their unbalance level increases. Gear couplings also require regular maintenance. Dry couplings offer many advantages over gear tooth couplings as follows: Dry couplings have no radial clearances resulting in a lower potential unbalance. Dry couplings require no maintenance or inspection for a minimum of five years and are designed for infinite life. Coupling vendors recommend that gear couplings be inspected, cleaned and regreased every 12-18 months. Dry couplings eliminate lock-up and spool cracking. Dry couplings reduce hub to shaft fretting.

Dry couplings exert significantly lower forces on connected equipment. The sliding force exerted by a gear coupling is a function of torque. The deforming force of a disc or diaphragm coupling is spring force and independent of torque. The force dry couplings exert on equipment bearings is roughly 40% of the gear in bending and 10% axially. Companies will sometimes include machine-bearing life when calculating the return on investment. Q. Dry couplings generally cost more than gear couplings and lubricated couplings were originally approved by the O.E.M. Why should a replacement be considered? A.Actually, high performance gear couplings generally cost more today than disc or diaphragm couplings. Gear couplings are labor intensive to manufacture since they require many operations. In addition, the cost of maintaining (period lubrication, checking, repacking grease, etc) gear couplings is significantly higher than dry couplings. Although the OEM approved lubricated gear couplings originally, a dry coupling has probably been designed and approved by the OEM to replace it. In todays Turbomachinery, over 95% of new applications uses dry flexible element couplings. Q.When retrofitting, who offers the greatest advantage: the OEM or coupling vendor? A.The question often arises as to who should be involved in the retrofit process? There are two avenues available to the end user- the driven equipment O.E.M. or the coupling manufacturer. The O.E.M. generally offers the greatest advantages such as: Turbomachinery technical expertise. Availability of existing coupling data and envelope dimensions. Historical data. Rotor dynamics analyses capability. Availability of taper plug/ring gages. On the other hand, thousands of high performance gear couplings have been successfully retrofitted to dry directly through the coupling vendor. Coupling designers can generally select and fine tune a dry coupling to match the engineering data of the existing gear coupling so the machine train rotor dynamics do not change. It is important to have the necessary information to insure a successful retrofit. Q. What information is necessary for retrofitting? A.The application data must be known to insure a proper retrofit. These items include: Power (HP or kW) and speed (min., max. and operating); Driving and Driven equipment shaft end details; B.S.E. (between shaft end) dimensions, also known as shaft separation; Anticipated thermal growth, (amount and direction); Any high angular misalignment requirements (High Performance couplings are generally designed for degree); Service (pipeline compressor, ethylene train); If coupling is to be per API-671 specification required for turbo machinery equipment; Environment (Salt water spray, chlorine, H2S).

To insure a successful retrofit, the coupling designer needs the weight and CG (Center of Gravity) location for each half of the coupling to match the overhung moment. By matching this data with the proposed dry coupling, the lateral critical speeds of the train should not be affected. There are guidelines based on application speed that have been established by some of the major turbo compressor O.E.M.s to insure a successful retrofit. They are as follows: If the operating speed is less than 3600 rpm, the coupling weight and CG location of the new coupling should be within 20% of the existing coupling. Between 3600 and 6000 rpm, the weight and CG should be within 15%. Over 6000 rpm, the weight and CG should be less than 10% away. The torsional stiffness or Kt of the existing coupling should also be matched to prevent a change in the trains torsional critical speeds. Generally, a two bodied train or driver direct coupled to driven equipment is not very sensitive to a change in the couplings Kt but if there is a gearbox or 2nd or 3rd rotor, a change can have a dramatic effect. Q. What is most apt to fail on a flexible-element coupling? A.Coupling designers generally try to make the flexible element the weak link. It is important to review the coupling drawing for service factors and minimum hub slippage values to insure that the coupling is designed to meet your requirements. Q. Many steam turbines have a significant amount of thermal growth both thermally and axially. Can the flexible membrane coupling handle this growth? A.Most dry coupling selections - disc or diaphragm - can handle the axial growth requirements of Turbomachinery. It is important to consider the axial thermal movement of the equipment when selecting a flexible membrane coupling because they are limited in capacity. If the axial thermal requirement exceeds 25% of the dry couplings capacity, the coupling designer will generally design the spacer piece to accommodate this movement. For example, if a 20MW steam turbine grows toward the compressor 0.150 inches (3.8 mm), from static to hot operating condition and the coupling has a capacity of + .200 inches (+5.1 mm), the coupling spacer piece will be designed 0.150 inches (3.8 mm) short. By doing this, when the coupling is installed and all bolts are tightened, the coupling will be stretched by the amount of thermal growth. When the equipment train moves to its hot operating condition, the coupling should be close to its neutral or relaxed position. Q. We would like to retrofit a reduced moment gear coupling? Are there any specific concerns retrofitting this type of coupling design? A.Yes. If the equipment requires a reduced moment gear coupling, it will need to be replaced by another reduced moment design. Reduced moment coupling hubs are fairly easy to install and remove if they are keyless hydraulic fit, but if the shaft is keyed it presents problems when attempting to remove it. Reduced moment, keyed hubs can be mounted with heat, usually an oven or oil bath, but when unmounting, heat generally has to come from a torch. Even with the greatest care, the flexible

membrane coupling can be damaged by localized heat. And the flexible element has a tendency to act like a radiator fin, dissipating the heat from the middle of the hub. To solve this problem, Kop-Flex engineers have come up with a unique design for hydraulic removal of keyed hubs. Annular grooves are machined into the hub I.D. with connecting ports to the end of the hubs barrel. By applying 500- 1500 psi of oil pressure to the ports, the hub pops off the shaft similar to a keyless hydraulic fit. This modification to keyed hubs has become very popular with refineries that would prefer not to use torches for hub removal. Q.Dry couplings are generally larger in diameter than gear couplings. Will the dry coupling fit in the existing guard? Is windage a concern when retrofitting? A.When establishing a retrofit criterion, it is important to include a dimensional check of the coupling guard. In addition, when the proposed dry coupling O.D. has a radial clearance of less than 1 inch (25 mm), windage calculations should be performed. The coupling vendors have developed computer programs to calculate the increase in guard temperature. It is also important when retrofitting to vent the guard giving the developed heat a place to exit. Q. If dry couplings are so great, why isnt everyone converting their critical equipment? A.Most major users in North America introduced reliability programs in the 1980s that included the coupling retrofit. This trend continues through the rest of the world. Retrofitting critical equipment trains in refineries and petrochemical plants has become a significant part of the coupling vendors business.

Torque Monitoring System

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Q. Why use a Torque Monitoring System? A. Maximum Turbomachinery efficiency is very critical in todays market due to rising fuel costs and greater demand on emission controls. To get maximum Turbomachinery efficiency, one has to measure the power output (continuous on-line torque measurement of critical equipment), identify machine train performance deterioration, and improve overhaul schedules so equipment can run with its highest efficiency. When specifying a torquemeter, it is important to recognize that a torquemeter is an integral part of a high performance coupling and should be considered as a coupling-torquemeter system. Kop-Flex offers a monopole sensor type torque monitoring system called Powerlign or Powerwheel. Kop-Flex is the only company that designs and builds a coupling-torquemeter system. There are other vendors who offer a sensor type torque monitoring system. Q. What are different methods of measuring or monitoring torque output? A. There are primarily two methods of measuring torque strain gage or monopole sensor type. Strain gage is relatively inexpensive, however has lower accuracy and limited reliability, and is unstable over a long period of time due to deterioration of strain gage and methods of affixing strain gage to coupling.

The monopole sensor type is typically accurate within +1%, is highly reliable, has proven stability in the field over a long period of time, and is easy to maintain. However, its initial purchase price is more expensive than strain gage methods. Q. How does the monopole sensor type torque monitoring system (Powerlign or Powerwheel) work? A. The principal behind the Powerlign (and Powerwheel) system is to measure the torque deflection of the coupling spacer via sensors. The coupling spacer integrates two sets of intermeshed pick up (gear) teeth, each attached to the ends of the spacer. Two sensors are located over the pick up teeth, at 180 degrees to each other, near the rotating coupling. The sensors are mounted on the guards and hence do not rotate with the coupling. Only the coupling and pick up teeth rotate. As each set of teeth passes the sensor, a waveform is created. Torsional windup of the spacer, due to torque from driving equipment, causes the displacement in pick up teeth spacing. This spacing displacement changes the waveform. The sensor sends this signal to the display unit, where it is processed to provide torque and speed data. The display unit shows power (HP or kW) based on torque and speed and also displays the coupling temperature. The internal circuits to automatically compensate for temperature- associated changes continuously use the temperature information. Q. When do you select a Powerwheel over a Powerlign? A.Powerlign, designed with a special spacer, is used in a typical high speed (performance) torque measurement system, whereas the Powerwheel, a drop in wheel design, is used with lightweight reduced moment design couplings on short shaft separation (short distance between shaft ends) applications. Powerwheel can be retrofitted in most existing gear, disc or diaphragm couplings supplied by most coupling vendors. Typical Powerwheel applications: Low Torque Higher Speeds Very Short Shaft Separation Very Long Shaft Separation Sensitive/Critical trains Typical Powerlign applications: High Torque Low to Medium Speeds Standard Shaft Separation Ranges Less Sensitive Trains Most Economical Q. Can the Powerlign System be installed with an existing coupling? A. Yes, for most applications the new spacer can be inserted without disturbing the existing flex half couplings.

Q. Is the Powerlign factory calibrated? Can it be field calibrated? How susceptible to damage is calibration? A. Yes, the Powerlign is factory calibrated. There is no need to field calibrate. The Display Unit automatically checks and corrects itself (every 24 hours) for any electronic drift. All electronic processing takes place within the Display unit (usually mounted in the control), so there is no processing required in the coupling environment. The Powerlign teeth are shipped with a protective wrap, which is left on until the unit is installed. Q. What are the sensors mounted on? A. Theyre mounted on the existing coupling guards by welding a boss plate to the guards. The probes are inserted into the boss plates, and the gap is set with a depth micrometer or feeler gages. The orientations of the boss plates are usually put in at 45 to avoid any conflicts with drainpipes, vents, etc. Q. If analog output option is not chosen, what is output signal? A. The front of the display unit has an LED to display the output to the user. The back of the display has a port for standard analog outputs as well as an RS232 port for digital data acquisition. Q. Typically, how long does it take to install a Powerlign? Do we need a service technician? A. Typically it takes about a half shift longer than a plain non-instrumented coupling. A field service technician is not needed. Installation instructions are supplied ahead of time. Field technicians are available upon request. Q. What is a zener barrier? A. Its a special diode that is used for many electrical devices that operate in Hazardous Location Classifications. Powerlign sensors are certified as explosion proof for such applications. A zener barrier will be needed if the instrumentation is to be certified for Intrinsically Safe operation for use in Hazardous locations. This will be in addition to the explosion proof certification.