Addis Ababa Science & Technology University

College of Electrical and Mechanical

Engineering
Department of Electromechanical Engineering
Design of Machine Elements-II
By: Birhanemeskel A.
 Chapter-Two
Couplings and
Clutches
1. Couplings
➢ A coupling is a mechanical device that joins two rotating shafts permanently.

➢ The primary function of coupling is to join two shafts which are separately built or purchased to
form a new machine.

➢ A coupling is used to join the output shaft of an electric motor to the input shaft of a gearbox in
machine tools and the output shaft of an electric motor to the input shaft compressor.

➢ Coupling is used to connect collinear (Rigid or flexible coupling), parallel (Oldham’s coupling)
and intersecting (Hook’s Coupling) shafts.
Principles of coupling
➢ The coupling should be capable of transmitting torque from the driving shaft to the
driven shaft.

➢ The coupling should keep the two shafts in proper alignment.

➢ The coupling should be easy to assemble and disassemble for the purpose of repairs
and alterations.

➢ The failure of revolving bolt heads, nuts, key heads and other projecting parts may
cause accidents. They should be covered by giving suitable shape to the flanges or by
providing guards.
➢ Types of coupling
Couplings are broadly divided into rigid coupling and flexible coupling.
Flexible coupling is capable of tolerating a small amount of misalignment
between the shafts, while there is no such provision in rigid coupling.

Rigid coupling Flexible coupling

➢ It cannot tolerate misalignment
between the axes of the shafts.
➢ It can be used only where the
motion is free from shocks and
vibrations.
➢ Rigid coupling is simple and
inexpensive.
➢Can tolerate 0.5° of angular
misalignment and 5 mm of axial
displacement between the shafts.
➢Absorb shocks and vibrations.
➢Flexible coupling is comparatively
costlier due to additional parts.
Rigid coupling
➢ A rigid coupling cannot tolerate misalignment between the axes of the shafts. It can be used
only when there is precise alignment between two shafts.

➢ Muff coupling and clamp coupling are rigid couplings.

Muff Coupling
➢ Muff coupling is also called sleeve coupling or box coupling. It consists of a sleeve or a hollow
cylinder, which is fitted over the ends of input and output shafts by means of a sunk key.

➢ The torque is transmitted from the input shaft to the sleeve through the key. It is then
transmitted from the sleeve to the output shaft through the key.
Advantages of Muff coupling
i. It is the simplest form of coupling with
only two parts, i.e., sleeve and key. It is
simple to design and manufacture.
ii. It has no projecting parts except the
key head. The external surface of the
sleeve is smooth. This is an advantage
from the standpoint of safety to the
operator.
iii. It has compact construction with small
radial dimensions.
iv. It is cheaper than other types of
couplings.
Disadvantages of Muff coupling
i. Muff coupling is difficult to
assemble or dismantle.
ii. It is a rigid type of coupling and
requires accurate alignment of
shafts. The misalignment of shafts,
caused by inaccurate assembly,
induces forces, which tend to bend
the shafts.
iii. Since there is no flexible element in
the coupling, it cannot absorb
shocks and vibrations
iv. It requires more axial space
compared with flange couplings.
Design of muff coupling
16𝑀𝑡
1. Calculate the diameter of each shaft. 𝜏 =
𝜋𝑑 3
2. Calculate the dimensions of the sleeve.
𝐷 = 2𝑑 + 13, 𝑎𝑛𝑑 𝐿 = 3.5𝑑
3. Check the shear stress in the sleeve.
16𝑀𝑡 ∗ 𝐷 0.5 ∗ 𝑆𝑢𝑡
𝜏= 4 4
=
𝜋(𝐷 − 𝑑 ) 𝑓𝑠
4. Find the standard cross-section of the sunk key, 𝑏𝑥ℎ𝑥𝑙.
𝐿
𝑙=
2
5. Check the shear and compressive stress in the sunk key
2𝑀𝑡 4𝑀𝑡
τ= , 𝑎𝑛𝑑 𝜎𝑐 = ,
𝑑𝑏𝑙 ℎ𝑑𝑙
Key dimension
Example 2.1: Design a muff coupling to connect two steel shafts
transmitting 25 kW power at 360 rpm. The shafts and key are made
of plain carbon steel 30C8 (Syt = Syc = 400 N/mm2). The sleeve is
made of grey cast iron FG 200 (Sut = 200 N/mm2). The factor of
safety for the shafts and key is 4. For the sleeve, the factor of safety
is 6 based on ultimate strength.
Clamp Coupling (Split muff coupling)
➢ The clamp coupling is also called compression coupling or split muff coupling. In this
coupling, the sleeve is made of two halves, which are split along a plane passing through the axes
of shafts.

➢ The two halves of the sleeve are clamped together by means of bolts. The number of bolts can be
four or eight. They are always in multiples of four. The bolts are placed in recesses formed in the
sleeve halves.

➢ The advantage of this coupling is that the position of the shafts need not be changed for
assembling or disassembling of the coupling.

➢ The main application of clamp coupling is for line shaft in power transmission.

➢ Power is transmitted from the input shaft to the sleeve and from the sleeve to the output shaft
by means of the key and friction between the sleeve halves and the shaft.
Design procedure for clamp coupling
1. Calculate the diameter of the shaft

2. Find the diameter of the sleeve →D=2.5d, and L=3.5d

3. Determine the standard dimension of the key, 𝑏𝑥ℎ𝑥𝑙 → l=L/2

2𝑀𝑡 4𝑀𝑡
4. Check shear and compressive stresses on the key → 𝜏 = , and 𝜎𝑐 =
𝑑𝑙𝑏 ℎ𝑑𝑙

5. Determine the diameter of the clamping bolt, assuming that power is transmitted by friction→
2𝑀𝑡 𝜋𝑑1 2 𝜎𝑡
𝑝1 = = , where f is coefficient of friction, n is the total number of bolts, 𝑝1 is the
𝑓𝑑𝑛 4

tensile force on each bolt, 𝜎𝑡 is the permissible tensile stress.

6. Using standard empirical relations, 𝑑1 = 0.2𝑑 + 10, 𝑖𝑓 𝑑 < 55𝑚𝑚, 𝑤ℎ𝑖𝑙𝑒 𝑑1 = 0.15𝑑 +
15, 𝑖𝑓 𝑑 > 55𝑚𝑚
Example 2.2: It is required to design a split muff coupling to transmit 50 kW power at 120

rpm. The shafts, key and clamping bolts are made of plain carbon steel 30C8 (Syt = 400 N/mm2).
The yield strength in compression is 150% of the tensile yield strength. The factor of safety for
shafts, key and bolts is 5. The number of clamping bolts is 8. The coefficient of friction between
sleeve halves and the shaft is 0.3.

i. Calculate the diameter of the input and output shafts.

ii. Specify the length and outer diameter of the sleeve halves.

iii. Find out the diameter of clamping bolts assuming that the power is transmitted by friction.

iv. Specify bolt diameter using standard empirical relations.

v. Specify the size of key and check the dimensions for shear and compression criteria.
2. Clutches
➢ A Clutch is machine member used to connect or disconnect the driving shaft
to a driven shaft, so that the driven shaft may be started or stopped at will of
the operator, without stopping the driving shaft.
➢ A clutch thus provides an interruptible connection between two rotating
shafts.
➢ A coupling is a permanent connection. The driving and driven shafts are
permanently attached by means of coupling and it is not possible to
disconnect the shafts, unless the coupling is dismantled. On the other hand,
the clutch can connect or disconnect the driving and driven shafts, as and
when required by the operator.
Application areas
✓ In automotive vehicles: It is used to connect the engine and the gear box.
Here the clutch enables to crank and start the engine disengaging the
transmission.
✓ Disengage the transmission and change the gear to alter the torque on the
wheels.
✓ Also used extensively in production machinery of all types.
Types of Clutches
1. Positive contact clutch
2. Friction clutch
Positive contact clutch
➢ Positive contact clutches have teeth or serrations, which provide
mechanical interference between mating components.

Square jaw clutch

Multiple
serration
These clutches have the following characteristics:
➢ Power transmission is done by inter-locking of teeth.
➢ They do not slip
➢ No heat is generated.
➢ They cannot be engaged at high speeds.
➢ Sometimes they cannot be engaged when both shafts are at rest.
➢ Engagement at any speed is accompanied by shock.
➢ They are rarely used as compared with frictional clutches.
➢ However, they have some important applications where
synchronous operation is required like power presses and rolling
mills.
Friction Clutch
➢ Friction clutches consist of two surfaces, or two sets of surfaces, which can
be forced into frictional contact.
➢ The frictional surfaces can be forced together by springs, hydraulic pistons
or magnetically.
➢ Power transmission is done by friction between the driving and driven
shaft.
➢ Types of friction clutches
1. Disc or plate clutches: (single disc or multiple disc clutch)
2. Cone clutches
3. Centrifugal clutches
Single disc or plate clutch
➢ A single plate friction clutch consisting of two flanges.
➢ One flange is rigidly keyed to the driving shaft, while the other is connected to the driven
shaft by means of splines.
➢ The splines permit free axial movement of the driven flange with respect to the driven
shaft. This axial movement is essential for engagement and disengagement of the clutch.
➢ The actuating force is provided by a helical compression spring, which forces the driven
flange to move towards the driving flange.
➢ Power is transmitted from the driving shaft to the driving flange by means of the key.
➢ Power is then transmitted from the driving flange to the driven flange by means of
frictional force.
➢ Finally, power is transmitted from the driven flange to the driven shaft by means of the
splines. Since the power is transmitted by means of frictional force between the driving
and driven flanges, the clutch is called ‘friction’ clutch.
Torque Transmission Capacity

▪ Consider an elementary ring of radius r and thickness dr, area of the

contact surface, 𝑑𝐴 = 2𝜋𝑟 ∗ 𝑑𝑟
▪ Normal or axial force on the ring, 𝑑𝑊 = 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 ∗ 𝐴𝑟𝑒𝑎 = 𝑝 ∗ 2𝜋𝑟𝑑𝑟
• Frictional force on the ring acting tangentially at radius r,
𝑑𝐹𝑟 = 𝜇𝑝 ∗ 2𝜋𝑟𝑑𝑟
• Frictional torque acting on the ring,
𝑑𝑇𝑟 = 𝑑𝐹𝑟 ∗ 𝑟 = 2𝜇𝜋𝑝𝑟 2 𝑑𝑟 −−−−−− −(1)
There are two particular cases:
1. Uniform pressure
2. Uniform axial wear
1. Uniform Pressure
• When the pressure is uniformly distributed over the entire area of the friction
𝐹 𝑊
face the intensity of pressure is, p = =
𝐴 𝜋(𝑟1 2 −𝑟2 2 )
• Substituting the value of p in to the above Frictional Torque Equation (1),
𝑊 2 𝑟1 𝑊 2 𝑑𝑟
𝑑𝑇𝑟 = 2𝜇𝜋[ 2 2 ]𝑟 𝑑𝑟 → ‫׬‬ 𝑑𝑇𝑟 = ‫׬‬𝑟
2𝜇𝜋 2 2 𝑟
𝜋(𝑟1 −𝑟2 ) 2 𝜋 𝑟1 −𝑟2

2𝜇𝑊 𝑟 3 𝑟1 2 𝑟1 3 −𝑟2 3 2 𝑟1 3 −𝑟2 3

𝑇𝑟 = → 𝑇𝑟 = 𝜇𝑊 2 2 = 𝜇𝑊𝑅, 𝑤ℎ𝑒𝑟𝑒 𝑅 =
𝑟1 2 −𝑟2 2 3 𝑟2 3 𝑟1 −𝑟2 3 𝑟1 2 −𝑟2 2
2. Uniform Wear theory
➢ According to the this theory, it is assumed that the wear is uniformly
distributed over the entire surface area of the friction disk. This assumption is
used for worn-out clutches. The axial wear of the friction disk is proportional to
the frictional work.
➢ The work done by the friction force at radius r is proportional to the frictional
force (µp) and rubbing velocity (ωr) where ω is angular speed in rad/min.
➢ 𝑤𝑒𝑎𝑟 ∝ µp∗ωr→ 𝑤𝑒𝑎𝑟 ∝ p∗r, assuming a constant angular velocity ω
𝐶
➢ For uniform wear, p∗r=C→ 𝑝 =
𝑟
➢ From equation (1), Total Frictional Torque,
𝐶 2
𝑑𝑇𝑟 = 2𝜇𝜋 𝑟 𝑑𝑟 = 2𝜇𝜋𝐶𝑟𝑑𝑟 −−−−−−− −(2)
𝑟
➢ The normal force acting on ring,
𝐶
𝑑𝑊 = 𝑝 ∗ 2𝜋𝑟𝑑𝑟 = 2𝜋 𝑟𝑑𝑟 = 2𝜋𝐶𝑑𝑟
𝑟
Integrating both sides, 𝑟1

න 𝑑𝑊 = න 2𝜋𝐶𝑑𝑟
𝑟2
𝑊 = 2𝜋𝐶(𝑟1 − 𝑟2 )
𝑊
Solving for C, 𝐶 =
2𝜋(𝑟1 −𝑟2 )
Total frictional torque acting on the frictional surface, from (2)
𝑊
𝑑𝑇𝑟 = 2𝜇𝜋𝐶𝑟𝑑𝑟 = 2𝜇𝜋( )𝑟𝑑𝑟
2𝜋(𝑟1 − 𝑟2 )
𝑟2 𝑊
Integrating both sides, ‫ 𝑟׬ = 𝑟𝑇𝑑 ׬‬2𝜇𝜋( )𝑟𝑑𝑟
1 2𝜋(𝑟1 −𝑟2 )

𝑊 𝑟2 𝑟1
𝑇𝑟 = 2𝜇𝜋( )
2𝜋(𝑟1 − 𝑟2 ) 2 𝑟2

𝑊 𝑟1 2 −𝑟2 2 𝜇𝑊 𝑟1 +𝑟2
𝑇𝑟 = 2𝜇𝜋 = 𝑟1 + 𝑟2 = 𝜇𝑊𝑅, where R=
4𝜋(𝑟1 −𝑟2 ) 2 2
 Summary
1) The uniform-pressure theory is applicable only when the friction lining is
new.
2) The uniform-wear theory is applicable when the friction lining gets worn
out.
3) The friction radius for new clutches is slightly greater than that of worn-out
clutches.
4) The torque transmitting capacity of new clutches is slightly more than that of
worn-out clutches.
5) A major portion of the life of friction lining comes under the uniform wear
criterion.
6) It is more logical and safer to use uniform wear theory in the design of
clutches.
Example 2.3: A plate clutch consists of one pair of contacting surfaces.
The inner and outer diameters of the friction disk are 100 and 200 mm
respectively. The coefficient of friction is 0.2 and the permissible intensity of
pressure is 1 N/mm2. Assuming uniform-pressure theory and uniform-wear
theory, calculate the power-transmitting capacity of the clutch at 750 rpm.
Multiple disk clutch
A multiple disc clutch shown below, may be used when a large torque is to be transmitted.
The inside discs (usually of steel) are fastened to the driven shaft to permit axial motion
(except for the last disc). The outside discs (usually of bronze) are held by bolts and are
fastened to the housing which is keyed to the driving shaft. The multiple disc clutches are
extensively used in motor cars, machine tools etc.
➢ Let 𝑧1 be the number of discs on the driving shaft, 𝑧2 be the number of
discs on the driven shaft.

➢ The number of pairs of contacting surfaces, z is,

z = 𝑧1 + 𝑧2 − 1

➢ The total frictional torque acting on the friction surface or on the

clutch is;
2 𝑟1 3 −𝑟2 3
2 2 −− −𝑓𝑜𝑟 𝑢𝑛𝑖𝑓𝑜𝑟𝑚 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒
3 𝑟1 −𝑟2
➢ 𝑇𝑟 = 𝑧𝜇𝑊𝑅, where 𝑅 = ൞
𝑟1 +𝑟2
−−−−− −𝑓𝑜𝑟 𝑢𝑛𝑖𝑓𝑜𝑟𝑚 𝑤𝑒𝑎𝑟
2
➢ Example 2.4: A multi-disk clutch consists of five steel plates and four bronze
plates. The inner and outer diameters of the friction disks are 75 and 150
mm respectively. The coefficient of friction is 0.1 and the intensity of
pressure on friction lining is limited to 0.3 N/mm2. Assuming uniform wear
theory, calculate:

a) the required force to engage the clutch; and

b) power transmitting capacity at 750 rpm.